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ALFRED STREET BAPTIST CHURCH TRAFFIC IMPACT STUDY

CITY OF ALEXANDRIA, VIRGINIA

TABLE OF CONTENTS Page Section 1 INTRODUCTION _______________________________________________________________________________________________________ 1 Study Scope ................................................................................................................................................................................................1 Purpose ........................................................................................................................................................................................................2 Study Objective/Methodology ...........................................................................................................................................................2 Study Area ..................................................................................................................................................................................................4 Section 2 BACKGROUND INFORMATION ______________________________________________________________________________________ 6 Description of Proposed Development ..........................................................................................................................................6 Site Location ..............................................................................................................................................................................................6 Description of Parcel ..............................................................................................................................................................................6 Old Town Small Area Plan ...................................................................................................................................................................6 Roadway Network...................................................................................................................................................................................7

Section 3 ANALYIS OF EXISTING CONDITIONS ______________________________________________________________________________ 11 Traffic Volumes ..................................................................................................................................................................................... 11 Operational Analysis ........................................................................................................................................................................... 12 Section 4 ANALYIS OF FUTURE CONDITIONS WITHOUT DEVELOPMENT ______________________________________________ 18 Traffic Volumes ..................................................................................................................................................................................... 18 Operational Analysis ........................................................................................................................................................................... 19 Section 5 TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT _______________________________________________________ 32 Trip Generation ..................................................................................................................................................................................... 32 Site Trip Distribution .......................................................................................................................................................................... 32 Site Access................................................................................................................................................................................................ 33 Rerouted Traffic Volumes ................................................................................................................................................................. 33 Site Trip Assignments ......................................................................................................................................................................... 33 Section 6 ANALYIS OF FUTURE CONDITIONS WITH DEVELOPMENT ____________________________________________________ 38 Traffic Volumes ..................................................................................................................................................................................... 38 Capacity Analysis .................................................................................................................................................................................. 38 Section 7 NON-AUTO FACILITIES EVALUATION ____________________________________________________________________________ 47 Introduction ............................................................................................................................................................................................ 47 Existing Conditions .............................................................................................................................................................................. 47 Public Transit Facilities ..................................................................................................................................................................... 48 Pedestrian Traffic Volumes .............................................................................................................................................................. 49 Bicycle Network .................................................................................................................................................................................... 49 Pedestrian Access ................................................................................................................................................................................. 50

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TABLE OF CONTENTS

Page Section 8 PARKING DEMAND ANALYSIS _____________________________________________________________________________________ 62 Overview .................................................................................................................................................................................................. 62 Code Requirement and Proposed Parking Ratio .................................................................................................................... 62 Parking Occupancy .............................................................................................................................................................................. 62 Parking Management Plan................................................................................................................................................................ 63 Section 9 CONCLUSIONS AND RECOMMENDATIONS _______________________________________________________________________ 71

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LIST OF FIGURES FIGURE TITLE Page

1-1 Site Location .............................................................................................................................................................................5 2-1 Conceptual Development Plan .........................................................................................................................................9 2-2 Existing Lane Use and Traffic Control ....................................................................................................................... 10 3-1 Existing Peak Hour Vehicular Traffic Volumes(AM/PM) .................................................................................. 16 3-2 Existing Peak Hour Vehicular Traffic Volumes(Sunday) .................................................................................. 17 4-1 Regional Growth 1 (2015-2022) (AM/PM) ............................................................................................................. 23 4-2 Regional Growth 1 (2015-2022) (Sunday) ............................................................................................................. 24 4-3 Regional Growth 2 (2015-2028) (AM/PM) ............................................................................................................. 25 4-4 Regional Growth 2 (2015-2028) (Sunday) ............................................................................................................. 26 4-5 Pipeline Development Locations ................................................................................................................................. 27 4-6 Total Pipeline Development Peak Hour Traffic Forecasts(AM/PM) ............................................................ 28 4-7 Total Pipeline Development Peak Hour Traffic Forecasts(Sunday) ............................................................ 29 4-8 Future Peak Hour Traffic Forecasts without Development (2022) (AM/PM) ........................................ 30 4-9 Future Peak Hour Traffic Forecasts without Development (2022) (Sunday) ......................................... 31 5-1 Existing Rerouted Weekday Traffic(AM/PM) ........................................................................................................ 35 5-2 Site Generated Peak Hour Traffic Forecasts(AM/PM) ....................................................................................... 36 5-3 Site Generated Peak Hour Traffic Forecasts(Sunday) ........................................................................................ 37

6-1 Total Future Lane Use and Traffic Control .............................................................................................................. 42 6-2 Future Peak Hour Traffic Forecasts with Development (2022) (AM/PM) ............................................... 43 6-3 Future Peak Hour Traffic Forecasts with Development (2022) (Sunday) ................................................ 44 6-4 Future Peak Hour Traffic Forecasts with Development (2028) (AM/PM) ............................................... 45 6-5 Future Peak Hour Traffic Forecasts with Development (2028) (Sunday) ................................................ 46 7-1 Sidewalk and Crosswalk Inventory ............................................................................................................................ 52 7-2 Area 1 Sidewalk and Crosswalk Inventory .............................................................................................................. 53 7-3 Area 2 Sidewalk and Crosswalk Inventory .............................................................................................................. 54 7-4 Area 3 Sidewalk and Crosswalk Inventory .............................................................................................................. 55 7-5 Area 4 Sidewalk and Crosswalk Inventory .............................................................................................................. 56 7-6 Existing Bus Stops/Metro Rail/Bus Lines ................................................................................................................ 57 7-3 Existing Pedestrian Traffic Volumes .......................................................................................................................... 58 7-4 Existing Bicycle Traffic Volumes .................................................................................................................................. 59 7-2 Parking Locations and Shuttle Route ......................................................................................................................... 60 7-5 Alexandria Bike Master Plan .......................................................................................................................................... 61 8-1 On-Street Parking Restrictions ..................................................................................................................................... 65 8-2 Weekday AM Peak Hour On-Street Parking Occupancy .................................................................................... 67 8-3 Weekday PM Peak Hour On-Street Parking Occupancy .................................................................................... 68 8-4 Sunday Peak Hour On-Street Parking Occupancy ............................................................................................... 69 8-5 Sunday Peak Hour Off-Street Parking Occupancy ................................................................................................ 70

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ALFRED STREET BAPTIST CHURCH

TRAFFIC IMPACT STUDY CITY OF ALEXANDRIA, VIRGINIA

LIST OF TABLES TABLE TITLE Page 3-1 Existing Conditions Intersection Levels of Service Summary ......................................................................... 14 3-2 Existing Conditions Intersection Queuing Summary ......................................................................................... 15 4-1 Pipeline Trip Generation Analysis ............................................................................................................................ 20 4-2 Total Future Conditions without Development Intersection Levels of Service Summary ................. 21 4-3 Total Future Conditions without Development Intersection Queuing Summary ................................. 22 5-1 Site Trip Generation Summary .................................................................................................................................... 34 6-1 Total Future Conditions with Development Intersection Levels of Service Summary ........................ 40 6-2 Total Future Conditions with Development Intersection Queuing Summary ........................................ 41 7-1 Daily Bus Boarding and Alighting Information .................................................................................................... 51 8-1 Parking Requirements ...................................................................................................................................................... 64

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LIST OF APPENDICES

APPENDIX TITLE A Scoping Agreement B Vehicle, Pedestrian and Bicycle Traffic Counts C Existing Level of Service and Queue Synchro Worksheets D Individual Pipeline Forecasts E Background Level of Service and Queue Synchro Worksheets F Total Future Level of Service and Queue Synchro Worksheets G Parking Counts and Information

Alfred Street Baptist Church

SECTION 1 INTRODUCTION Study Scope This report presents a Traffic Impact Study (TIS) for the Alfred Street Baptist Church project located in the City of Alexandria, Virginia. The site is located within the Old Town Small Area Plan and is bounded by Duke Street to the north, Wolfe Street to the south, South Patrick Street to the west and South Alfred Street to the east. The subject site is currently occupied by a 48,350 SF church with an observed attendance of approximately 1,208 parishioners per service. Additionally, 22 affordable townhouses are located on the southern portion of the site that are currently built and occupied. The site location is shown generally on Figure 1-1. The applicant proposes to raze the townhomes and redevelop and expand the existing church with approximately 181,150 total square feet of church space (from 1,208 to 2,163 seats) and a structured parking garage. Parking would be provided via a proposed two level below-grade parking garage on site (226 spaces), a two level below-grade parking garage across South Patrick Street from the site (190 spaces), and a surface lot across of South Patrick Street (49 spots) totaling 465 spaces. A total of 20 bicycle parking spaces will be provided at grade and/or within the below grade parking garage. Access to the parking garage would respectively be located on opposite sides of South Patrick Street just north of the U-turn connection between South Henry Street and South Patrick Street. An additional entrance to the below-grade garage under the church would be located on S. Alfred Street, with an internal connection to the site entrance on S. Patrick Street. Exiting vehicles would only be able to utilize the site access point on S. Alfred Street. A service entrance and exit will be located along Wolfe Street to the south of the site. The scope of this traffic study was established in consultation with the City of Alexandria Transportation & Environmental Services (T&ES) staff, and the study evaluates existing 2015 conditions and future 2022 traffic conditions without and with the proposed development, and build-out plus six (6) years with the proposed development. Based on the trip generation analyses, the development would not meet the 5,000 daily vehicle trip threshold for a formal Virginia Department of Transportation (VDOT) Chapter 870 review.

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Purpose The purpose of this traffic study is to evaluate the adequacy of the existing transportation network in conjunction with the proposed development and identify potential mitigation measures to offset the development’s traffic impacts. This study was conducted in accordance with guidelines set forth in the City of Alexandria’s Zoning Ordinance, Section 11-700. The proposed development is classified as a Large Development per the Transportation Planning Administrative Guidelines, Multi-modal Transportation Studies, dated March 25, 2013. The study area and scope was determined with City staff based on a review of key study intersections and roadways that potentially would be affected by the proposed development and accounting for the number of new trips expected to be generated by the site. The approved study agreement is included as Appendix A. Based on discussions with City staff, the project is exempt from creating a Transportation Demand Management (TDM) in order to satisfy the need for the Transportation Management Plan (TMP). Study Objective/Methodology

Tasks undertaken in this study included the following:

Confirmation of the traffic study scope and parameters from the City of Alexandria Transportation & Environmental Services (T&ES) that must be addressed in this study.

Review of the proposed development plans, development schedule, parking plans, and other background materials.

A field reconnaissance of the subject site, adjacent properties, surrounding public roadways, and traffic conditions.

Collection of AM and PM peak hour traffic counts on a typical weekday from 6:30 to 9:30 AM and from 4:30 AM to 7:30 PM at key off-site intersections. Peak hour traffic counts were also conducted on a typical Sunday from 7:00AM-3:00PM.

Collection of the on-street parking occupancy from 4:30 to 7:30 PM on one (1) typical weekday (Tuesday, Wednesday or Thursday), and on two (2) Sundays from 7:00 AM to 3:00 PM within a two (2) block radius of the site.

Obtained existing traffic signal phasing/timing plans and electronic analysis files from T&ES.

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Compiled an inventory of transit services and other non-auto facilities in the site vicinity.

Calculation of the existing weekday AM, weekday PM, and Sunday midday peak hour levels of service and 50th and 95th percentile queues at key study intersections.

Estimated of the number of weekday AM, weekday PM, and Sunday midday peak hour trips that would be generated by the pipeline developments and the proposed development based on standard Institute of Transportation Engineers (ITE), Trip Generation Manual, 9th Edition rates and equations.

Identification of near-term background traffic volumes for the study area based on the existing traffic counts, ambient traffic growth, and un-built developments (pipeline developments) adjacent to the site.

Analysis of future intersection levels of service and 50th and 95th percentile queues in 2022 without and with the proposed development.

Analysis of future intersection levels of service and 50th and 95th percentile queues in 2028 with the proposed development (buildout plus six (6) years).

Identification of traffic operations and potential road improvements required to adequately accommodate total future traffic forecasts in 2022.

Identification of the number of parking spaces required based on the proposed development and a parking demand study based on the surrounding street network as agreed during the scoping process.

Sources of data for this study included information provided by the City of Alexandria; VDOT; traffic data collected and field surveys conducted by Wells + Associates Inc.; Institute of Traffic Engineers (ITE); the Highway Capacity Manual (HCM); Alfred Street Baptist Church, Christopher Consultants, Kerns Group Architects, and the files of Wells + Associates Inc.

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Study Area

This traffic study includes the following existing and planned intersections listed below. The traffic impacts were evaluated for existing conditions, at project buildout in 2022 and in 2028 (project buildout plus 6 years).

1. Cameron Street/S. Alfred Street 2. S. Henry Street/King Street 3. S. Patrick Street/King Street 4. S. Alfred Street/King St. 5. S. Washington Street/King Street 6. S. Henry Street/Prince Street 7. S. Alfred Street/Prince Street 8. S. Henry Street/Duke Street 9. S. Patrick Street/Duke Street 10. S. Alfred Street/Duke Street 11. S. Columbus Street/Duke Street 12. S. Washington Street/Duke Street 13. Turn Movements from S. Henry Street/South Patrick Street 14. S. Alfred Street/Wolfe Street 15. S. Patrick Street/Gibbon Street 16. S. Alfred Street/Gibbon Street 17. S. Patrick Street/Franklin Street 18. One (1) existing garage driveway, and 19. One (1) proposed garage driveways

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SECTION 2 BACKGROUND INFORMATION Description of Proposed Development The Applicant (Alfred Street Baptist Church) proposes to redevelop an existing 48,350 GSF church and 22 affordable townhomes into a 181,150 GSF church facility and parking structure. The site is generally located in the southeast quadrant of the S. Patrick Street/Duke Street intersection in the Old Town area of the City of Alexandria, Virginia. The site would be served by approximately 416 below-grade parking spaces and 49 above grade parking spaces for church use. A total of 20 bicycle parking spaces will be provided at grade and within the below grade parking garage. Vehicular access to parking and the site would be provided via S. Patrick Street, directly opposite of the existing parking garage utilized on the western side of the roadway, and S. Alfred Street with an internal connecting driveway segment between the two curb cuts. For purposes of this study, the entire development was assumed to be fully built and occupied by 2022. Site Location The existing site is bounded by Duke Street to the north, Wolfe Street to the south, S. Patrick Street to the west and S. Alfred Street to the east, as shown on Figure 1-1. The existing site is currently occupied by a 48,350 SF church and 22 townhomes. Description of Parcel The parcels are identified as Tax Map Numbers 074.03-04-01 and 074.03-04-02. The site is currently zoned RM (Townhouse Zone). As proposed, the site would be expanded and redeveloped. The Concept I Plan is shown on Figure 2-2. Old Town Small Area Plan The Old Town Small Area Plan (OT SAP) is located in Planning District I in the central third of the City and is bound by the Potomac River on the east, Oronoco Street to the north, Washington Street generally to the west with an extension along King and Duke Streets to West Street, and the Capitol Beltway (I-395) to the south. The OT SAP was adopted in 1992 (Ordinance 3576) and has been amended through November 15, 2014. Old Town consists of primarily residential uses.

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Washington Street, Henry Street, and Patrick Street are the major north/south roadways which connect Alexandria to National Airport and Washington D.C. and serve regional traffic from other Northern Virginia jurisdictions and Maryland. As noted, it is planned that most north/south traffic utilize these roadways and carpool traffic uses the HOV lanes on all three of the roadways. As a result, Washington Street, Henry Street, and Patrick Street are all heavily traveled in the morning and evening by commuters. Roadway Network Regional access to the subject site is provided by Washington Street, US Route 1 (S. Henry Street and S. Patrick Street), King Street and Duke Street which provide connections to Interstate 495/95 and Interstate 395 to the north, west and south. Local access to the site is provided via signalized intersections along Duke Street at S. Patrick Street and S. Alfred Street. Direct access to the existing and proposed parking garages is provided along S. Patrick Street and S. Alfred Street. US Route 1 (Henry Street/ Patrick Street) are south/north one-way urban principal arterial roads typically with three (3) lanes in their respective directions. The roads have posted speed limits of 25 mph. Washington Street is a four-lane urban principal arterial with a posted speed limit of 25 mph that serves local land uses with traffic signals located at major intersections. The curb lane in the northbound direction from 7:00 to 9:00 AM and in the southbound direction from 4:00 to 6:00 PM is restricted to HOV 2+ only. On-street parking is permitted in northbound curb lanes except between 7:00 to 9:00 AM and in the southbound curb lanes except for between 4:00 to 6:00 PM. Alfred Street is a local two-way street with one travel lane in both the northbound and southbound directions. It has a posted speed limit of 25 mph. On-street parking is provided on most block faces with varying restrictions. Wolfe Street is a local road that operates one lane in each direction near the proposed site. It has a posted speed limit of 25 mph. Two-hour parking is provided along both sides of Wolfe Street. It currently terminates before S. Patrick Street along the southern portion of the site frontage.

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The existing lane use and traffic control are shown on Figure 2-3. The following study intersections currently operate under signal control:

Cameron Street/S. Alfred Street

S. Henry Street/King Street

S. Patrick Street/King Street

Alfred Street/King Street

S. Washington Street/King Street

S. Henry Street/Prince Street

S. Alfred Street/Prince Street

S. Henry Street/Duke Street

S. Patrick Street/Duke Street

S. Alfred Street/Duke Street

S. Columbus Street/Duke Street

S. Washington Street/Duke Street

S. Patrick Street/Gibbon Street

S. Alfred Street/Gibbon Street

S. Patrick Street/Franklin Street

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Figure 2-1

Conceptual Development Plan

Alfred Baptist Church

City of Alexandria

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SECTION 3 ANALYSIS OF EXISTING CONDITIONS Traffic Volumes Wells + Associates conducted weekday vehicular, pedestrian and bicycle counts on Tuesday, May 19, 2015 and Wednesday May 20, 2015 from 6:30 to 9:30 AM and 4:30 to 7:30 PM and on Sunday May 31, 2015 from 7:00 AM to 3:00 PM at the following intersections:

Cameron Street/S. Alfred Street

S. Henry Street/King Street

S. Patrick Street/King Street

Alfred Street/King St.

S. Washington Street/King Street

S. Henry Street/Prince Street

S. Alfred Street/Prince Street

S. Henry Street/Duke Street

S. Patrick Street/Duke Street



S. Washington Street/Duke Street

Turn Movements from S. Henry Street/South Patrick Street

S. Alfred Street/Wolfe Street


S. Alfred Street/Gibbon Street

S. Patrick Street/Franklin Street The existing peak hour vehicular volumes are shown in Figure 3-1 and 3-2. The peak hour pedestrian and bicycle volumes are shown in Section 7 of the report. The count worksheets are included in Appendix B. For purposes of this traffic analysis and in the interest of conservatism, the peak hours of individual intersections were utilized. Intersections without gaps or other development were balanced up so that the total segment traffic volumes were within 10%. Figure 3-1 indicates that S. Alfred Street south Duke Street presently carries 428 AM peak hour trips, 384 PM peak hour trips, and 192 Sunday peak hour trips. Duke Street east of South Patrick Street presently carries 920 AM peak hour trips, 930 PM peak hour trips, and 984 Sunday peak hour Trips. S. Patrick Street which runs only in the northbound direction carries approximately 2,204 AM peak hour trips, 1,559 PM peak hour trips, and 1,815 Sunday peak hour trips south of

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Duke Street. South Henry Street, which runs only in the southbound direction presently carries 1,530 AM peak hour trips, 2,316 PM peak hour trips, and 2,016 Sunday peak hour trips south of Duke Street. The count data shows that the majority of traffic regionally traveling northbound into Alexandria during the AM peak hour, southbound out of Alexandria during the PM peak hour, and relatively equally northbound and southbound during the Sunday peak hour. Operational Analysis Existing peak hour levels of service (LOS) and the 50th and 95th percentile queues were calculated at key study intersections based on the existing lane use and traffic control shown on Figure 2-3; existing traffic signal phasing/timings obtained from T&ES; peak hour traffic, pedestrian and bicycle volumes shown in Figures 7-7 and 7-8, the Highway Capacity Manual (HCM) 2000 methodologies, and HCM 2010 methodologies, as reported by Synchro 9. The base Synchro files were provided by T&ES. The files were reviewed and account for the effects of the HOV lane on N. Washington Street, on-street parking maneuvers, bus blockages, and lane restrictions during the peak periods. Additionally, peak hour factors between 0.85 and 0.92 were used based on the existing peak hour traffic counts. In addition, it is noted that the Central Business District (CBD) factor was used for the analysis for weekday AM and PM conditions to accurately reflect conditions experienced along the heavily traveled corridors in the study area. Field observations indicate that queueing between the closely spaced intersections reduces capacity during the weekday AM and PM periods. The CBD factor reduces the saturated flow rate and better accounts for the delay and queuing effects of closely spaced signalized intersections. Levels of Service. The existing LOS results are summarized in Table 3-1 and indicate the following:

All signalized study intersections currently operate at overall acceptable LOS “D” or better during the weekday AM and PM peak hours except Patrick Street/King Street and S. Washington Street/Duke Street during the AM peak hour, and Henry Street/King Street during the PM peak hour which all operate near capacity at LOS “E”. Some specific turning movements along U.S. Route 1 (S. Patrick Street and S. Henry Street) currently operate at near or at capacity (LOS “E” or LOS “F”) during the weekday AM and PM peak hours.

All of the approaches at the stop controlled study intersections currently operate at acceptable levels of service (LOS “D” or better) during the AM and PM hours.

All signalized study intersections currently operate at acceptable levels of service (LOS “D” or better) during the Sunday midday peak hour.

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The existing LOS Synchro worksheets are included in Appendix C. Queues. The 50th and 95th percentile queues of existing conditions are used to establish a datum against which to compare future conditions. The 50th percentile (or average) queue is defined as the maximum back of queue associated with a typical signal cycle. The 95th percentile queue is defined as the maximum back of queue with 95th percentile traffic volumes. The 95th percentile queue is not necessarily ever observed, it is simply based on statistical calculations. As shown on Table 3-2, peak hour queueing along both S. Henry Street and S. Patrick Street for thru movements at study intersections is consistent with commuter travel patterns. Longer queues were observed in the northbound direction during the AM peak hour and in the southbound direction during the PM peak hour. The estimated 95th percentile queue exceeded available storage for the eastbound right movement on Duke Street at S. Henry Street (weekday PM Peak Hour).

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Table 3-1Alfred Street Baptist ChurchExisting Conditions Intersection Level of Service Summary (1)

Intersection Intersection Approach/Movement

Control

LOSDelay (sec.) LOS

Delay (sec.) LOS

Delay (sec.)

1. Alfred Street/Cameron Street Signalized WBLTR B 14.5 B 19.6 B 15.4NBLT A 6.0 A 7.7 A 7.9SBTR B 12.4 C 21.5 B 11.7

Overall A 9.6 B 18.8 B 12.52. Henry Street/King Street Signalized EBTR C 26.6 D 50.3 D 36.1

WBL A 9.0 B 15.3 B 17.5WBT B 10.9 B 17.1 B 16.2

SBLTR D 46.4 F 87.0 C 23.5Overall D 38.7 E 72.3 C 23.9

3. Patrick Street/King Street Signalized EBL C 22.2 B 10.4 B 14.7EBT B 18.9 B 14.0 B 15.4

WBTR C 21.6 C 22.1 C 21.3NBLTR F 92.0 B 12.8 B 10.1Overall E 78.8 B 14.4 B 12.5

4. Alfred Street/King Street Signalized EBLTR A 6.4 A 6.9 B 11.8WBLTR A 9.8 B 15.3 B 11.2NBLTR B 18.5 A 9.8 A 4.8SBLTR B 11.6 C 21.5 B 11.9

Overall B 13.6 B 14.9 B 10.65. Washington Street/King Street Signalized EBT D 35.1 C 32.4 C 27.6

EBR C 31.1 C 28.7 C 22.4WBT C 33.8 D 36.1 C 26.6WBR C 30.9 C 28.1 C 23.2NBTR A 3.3 A 9.3 B 16.9SBTR A 9.6 C 34.5 C 28.4

Overall A 6.7 C 27.3 C 23.36. Henry Street/Prince Street Signalized EBTR B 14.8 E 55.9 B 16.9

SBLT A 4.4 A 4.3 A 4.5Overall A 7.7 C 27.5 A 7.0

7. Alfred Street/Prince Street Signalized EBLTR A 1.3 A 3.9 A 1.5NBTR B 11.2 B 12.6 B 13.9SBLT B 14.9 C 26.5 B 11.2

Overall A 6.5 B 12.8 A 6.48. Henry Street/Duke Street Signalized EBT C 24.8 D 15.8 D 40.3

EBR B 18.6 E 34.8 C 29.2WBL A 6.9 B 4.5 B 18.7

*Southbound left turn only available on Sunday WBT A 6.6 B 0.6 B 12.7SBLTR* B 16.6 D 25.2 A 5.0Overall B 15.7 D 37.0 B 13.3

9. Patrick Street/Duke Street Signalized EBT C 28.3 B 19.9 B 17.3WBTR E 73.7 C 23.6 C 24.1NBLTR D 45.2 D 43.1 B 19.2Overall D 47.4 D 35.3 C 20.0

10. Alfred Street/Duke Street Signalized EBLTR B 12.8 A 7.5 A 8.4WBLTR A 9.2 A 9.4 A 9.6NBLTR D 52.9 B 19.6 B 19.8SBLTR A 6.8 C 28.8 B 14.7

Overall C 23.8 B 15.0 B 10.911. Columbus Street/Duke Street Signalized EBLTR A 9.0 B 18.3 B 16.2

WBLTR C 21.4 C 23.9 B 15.9NBLTR D 39.9 B 15.4 C 20.7SBLTR A 5.2 C 26.5 B 14.1

Overall C 24.5 C 22.6 B 16.612. Washington Street/Duke Street Signalized EBLTR F 98.9 D 45.2 C 32.8

WBLTR D 36.2 C 32.8 C 28.9NBTR E 65.1 B 18.7 E 57.5SBLTR A 7.0 B 10.6 C 22.2

Overall E 57.1 B 17.3 D 36.913. Patrick Street/U-Turns from Henry Street Unsignalized EBL B 11.0 A 9.7 A 9.8

NBTR A 0.0 A 0.0 A 0.014. Alfred Street/Wolfe Street Unsignalized EBLTR A 8.3 A 8.2 A 7.6

WBLTR A 7.9 A 9.3 A 7.6NBLTR B 10.6 A 8.1 A 7.8SBLTR A 7.9 B 10.3 A 8.0

15. Patrick Street/Gibbon Street Signalized WBL F 82.0 F 126.0 C 28.3WBLTR D 49.7 C 25.6 C 20.7NBLT B 10.2 B 18.6 B 11.3SBTR A 5.6 C 30.3 A 5.7

Overall B 15.3 D 36.9 B 10.516. Alfred Street/Gibbon Street Signalized WBLTR B 15.6 B 12.0 A 8.9

NBLT C 23.0 D 49.3 B 12.5SBTR B 12.5 B 14.8 A 9.4

Overall B 19.0 B 19.2 A 9.717. Patrick Street/Franklin Street Signalized EBLT E 65.3 E 63.1 E 65.5

EBR E 67.7 E 67.0 E 67.5NBT A 7.7 A 4.2 A 2.9NBR E 57.8 A 5.4 A 3.2SBT A 2.5 C 26.1 A 3.3

Overall B 19.1 B 19.1 A 4.518. Existing Garage Driveway/Patrick Street/ Unsignalized EBL A 9.9 A 9.5 D 31.0*Northbound right future movement only NBLTR* A 0.4 A 0.6 A 0.0Notes: (1) Capacity analysis based on Highway Capacity Manual methodology, using Synchro 9.0.

Peak Hour Peak Hour Peak Hour

Existing ConditionsAM PM Sunday

14

Table 3-2Alfred Street Baptist ChurchExisting Conditions Intersection Queue Summary (1)

Intersection Intersection Approach/ StorageMovement Length

Control (ft)

50th 95th 50th 95th 50th 95th1. Alfred Street/Cameron Street Signalized WBLTR - 48 72 134 187 45 72

NBLT - 19 m22 25 m39 29 m46SBTR - 13 37 173 291 21 46

2. Henry Street/King Street Signalized EBTR - 143 221 179 #357 131 #238WBL 100 16 m15 47 m53 44 m52WBT - 89 m104 127 m159 121 m162

SBLTR - ~284 #394 ~532 #586 310 3833. Patrick Street/King Street Signalized EBL 100 55 m77 17 m18 30 m34

EBT - 92 m136 140 m150 123 m173WBTR - 80 m56 42 #235 99 138NBLTR - ~1310 m#827 55 #357 49 76

4. Alfred Street/King Street Signalized EBLTR - 23 m28 26 m37 62 m78WBLTR - 41 m58 70 m98 49 76NBLTR - 32 m#457 21 34 13 21SBLTR - 9 21 102 197 23 41

5. Washington Street/King Street Signalized EBT - 68 111 89 143 153 221EBR 100 0 17 10 34 2 23WBT - 50 93 141 205 128 195WBR - 0 8 0 24 16 43NBTR - 30 m25 98 146 150 172SBTR - 88 108 604 #789 376 482

6. Henry Street/Prince Street Signalized EBTR - 111 156 ~351 #478 78 115SBLT - 15 m15 35 m30 26 30

7. Alfred Street/Prince Street Signalized EBLTR - 7 m7 25 31 5 7NBTR - 68 m71 26 m49 32 60SBLT - 26 49 150 226 40 m63

8. Henry Street/Duke Street Signalized EBT - 178 267 155 #261 160 #285EBR 125 79 113 ~177 #252 79 120WBL - 8 m8 40 m44 42 m54

*Southbound left turn only available on Sunday WBT - 60 m55 81 m90 82 m106SBLTR* - 36 m#320 ~440 m#496 24 31

9. Patrick Street/Duke Street Signalized EBT - 94 184 98 m140 75 m134WBTR - ~287 m#449 140 #458 112 #482NBLTR - ~654 #740 330 #413 209 285

10. Alfred Street/Duke Street Signalized EBLTR - 50 m65 36 m42 52 m49WBLTR - 78 m132 90 m128 90 117NBLTR - 226 #419 30 60 38 73SBLTR - 3 10 88 #295 11 36

11. Columbus Street/Duke Street Signalized EBLTR - 51 m103 73 m83 106 114WBLTR - 120 189 150 226 145 211NBLTR - 268 #489 57 100 77 128SBLTR - 8 28 180 m242 19 46

12. Washington Street/Duke Street Signalized EBLTR - ~282 #428 187 #325 212 324WBLTR - 123 183 154 221 210 283NBTR - ~851 #925 217 261 ~394 #499SBLTR - 38 50 37 m#54 118 #638

13. Patrick Street/U-Turns from Henry Street Unsignalized EBL 115 - 15 - 6 - 10NBTR - - 0 - 0 - 0

14. Alfred Street/Wolfe Street Unsignalized EBLTR - - 3 - 3 - 3WBLTR - - 5 - 23 - 5NBLTR - - 55 - 5 - 10SBLTR - - 8 - 45 - 15

15. Patrick Street/Gibbon Street Signalized WBL - 297 #470 ~467 m#643 125 239WBT - 139 201 159 m#246 70 100NBLT - 720 13 230 392 198 315SBTR - 106 112 ~205 m26 26 517

16. Alfred Street/Gibbon Street Signalized WBLTR - 81 118 76 125 49 81NBLT - 193 295 55 #159 33 67SBTR - 5 21 46 106 5 29

17. Patrick Street/Franklin Street Signalized EBLT - 5 16 22 47 8 22EBR - 49 68 95 122 51 68NBT - 358 951 140 260 92 229NBR - ~1585 #1831 0 22 0 20SBT - 71 270 ~1494 m#1465 32 603

18. Existing Garage Driveway/Patrick Street Unsignalized EBL - - 3 - 2 - 84*Northbound right movement in future conditions only. NBLTR - - 1 - 1 - 0Notes: (1) Queue length is based on the 50th and 95th percentile queues in feet as reported by Synchro, Version 9. (2) "~" - 50th percentile volume exceeds capacity, queue may be longer than shown. (3) "#" - 95th percentile volume exceeds capacity, queue may be longer than shown. (4) "m" - Volume for 95th percentile queue is metered by upstream signal.

Existing ConditionsAM PM Sunday

Peak Hour Peak Hour Peak Hour

15

5

4

3

2

1

6

7

8

11

12

16

15

14

13

SITE

10

9

DU

KE

STR

EET

SOUTH ALFRED STREET

WO

LFE

STR

EET

GIB

BO

N S

TREE

T


FRA

NK

LIN

STR

EET

SOUTH HENRY STREET


WIL

KES

STR

EET


QU

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STR

EET

PRIN

CES

S ST

REE

T

PRIN

CE

STR

EET

17

KIN

G S

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CA

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STR

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18

19

NO

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IN

NO

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TIO

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S

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IO

NS

Tra

nsp

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on

su

lta

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Fig

ure

3

-1

Existin

g P

ea

k H

ou

r V

eh

icu

la

r T

ra

ffic V

olu

me

s (W

ee

kd

ay)

Alfred B

aptist C

hurch

City of A

lexandria, V

irginia

AM

P

EA

K H

OU

R

PM

P

EA

K H

OU

R

000 / 000

19

4

STR

EET

STR

EET

STREET STREET

6

91

01

11

2

13

14

15

16

17

18

1

CA

MER

ON

STR

EET

CA

MER

ON

STR

EET

STREET

ALFREDALFRED

STREET

2 KIN

G

STR

EET

KIN

G

STR

EET

STREET

HENRYHENRY

STREET

KIN

G

STR

EET

KIN

G

STR

EET

STREET

PATRICKPATRICK

STREET

KIN

GK

ING

3

ALFREDALFRED

5

STR

EET

STR

EET

KIN

GK

ING

GEORGEWASHINGTON

MEMORIALPARKWAY

MEMORIALPARKWAY

GEORGEWASHINGTON

PRIN

CE

STR

EET

PRIN

CE

STR

EET

STREET

HENRYHENRY

STREET

7 PRIN

CE

STR

EET

PRIN

CE

STR

EET

STREET

ALFREDALFRED

STREET

8 DU

KE

STR

EET

DU

KE

STR

EET

STREET

HENRYHENRY

STREET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

DU

KE

STR

EET

STREET

PATRICKPATRICK

STREET

STREET

ALFREDALFRED

STREET

STREET

COLUMBUSCOLUMBUS

STREET

GEORGEWASHINGTON

MEMORIALPARKWAY

MEMORIALPARKWAY

GEORGEWASHINGTON

WO

LFE

STR

EET

WO

LFE

STR

EET

STREET

ALFREDALFRED

STREET

HEN

RY

STR

EET

STREET

PATRICKPATRICK

STREET

STREET

PATRICKPATRICK

STREET

GIB

BO

N

STR

EET

GIB

BO

N

STR

EET

GIB

BO

N

STR

EET

GIB

BO

N

STR

EET

STREET

ALFREDALFRED

STREET

FRA

NK

LIN

STR

EET

FRA

NK

LIN

STR

EET

STREETSTREET

STREET

PATRICKPATRICK

STREET

FUTU

RE

INTE

RSE

CTI

ON

PATRICKPATRICK

DR

IVEW

AY

8/38

28/342

2/16

9/2

7

14

9/3

09

8/1

6

8/6

450/98

48/11

18

/2

5

17

8/2

34

24

/7

107/181

396/1588

1/2

15

/1

5

15

2/1

85

5/2

2

37/21

1924/738

2/2

18

/5

1

13

8/1

13

12

3/1

02

17/102

66/428

3/8

31

/2

3

25

0/3

03

7/8

3/1

408/91

140/69

19

/2

4

29

8/2

59

49

/1

2

23/72

35/271

2/11

15

/1

7

37

6/4

52

0/7

5/6

380/42

43/31

19

/2

7

36

3/2

62

10

2/3

3

8/25

32/216

13/37

42

/3

7

4/2

3

5/9

3

16/5

331/33

8/7

3/4

8/4

13

/1

0

2222/1494

11

4/5

4

33/111

44/337

6/1

2

25

3/6

05

10

/2

3

368/102

79/41

54/351

10/32

21/11

429/92

26

/3

9

49

0/5

27

40

/3

4

59

7/5

66

49

/1

73

39

4/5

53

38

9/2

77

216/61

1087/1590

2/17

1424/2374

23

/9

25

/1

18

45

7/1

16

9

2199/1485

1/18

36

/4

7

15

5/2

88

34/51

2054/1298

69/81

17

1/2

42

10

6/5

3

70

/4

21

55

6/6

88

1271/1343

78/13

43

/1

6

41

2/5

59

98/72

1808/1260

298/227

36

7/2

83

4/4

1705/3389

0/1

1309/590

24141526

35

/8

4

57

/7

5

4/2

0

43

/5

8

26

7/2

83

34/30

1344/1668

39/43

20

5/2

41

42

/9

3

28/101

430/1767

8/3

5

77

/1

94

35/55

2080/830

16

/3

2

95

/1

34

23/265

16/46

19

/2

42

0/8

20

5/0

383/36

58/197

2180/1559

18/23

24

/1

6

16

5

4

3

2

1

6

7

8

11

12

16

15

14

13

SITE

10

9

DU

KE

STR

EET

SOUTH ALFRED STREET

WO

LFE

STR

EET

GIB

BO

N S

TREE

T


FRA

NK

LIN

STR

EET

SOUTH HENRY STREET


WIL

KES

STR

EET


QU

EEN

STR

EET

PRIN

CES

S ST

REE

T

PRIN

CE

STR

EET

17

KIN

G S

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T


CA

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STR

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18

19

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IN

NO

VA

TIO

N +

S

OL

UT

IO

NS

Tra

nsp

orta

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on

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Fig

ure

3

-2

Existin

g P

ea

k H

ou

r V

eh

icu

la

r T

ra

ffic V

olu

me

s (S

un

da

y)

Alfred B

aptist C

hurch

City of A

lexandria, V

irginia

19

4

STR

EET

STR

EET

STREET STREET

6

91

01

11

2

13

14

15

16

17

18

1

CA

MER

ON

STR

EET

CA

MER

ON

STR

EET

STREET

ALFREDALFRED

STREET

2 KIN

G

STR

EET

KIN

G

STR

EET

STREET

HENRYHENRY

STREET

KIN

G

STR

EET

KIN

G

STR

EET

STREET

PATRICKPATRICK

STREET

KIN

GK

ING

3

ALFREDALFRED

5

STR

EET

STR

EET

KIN

GK

ING

GEORGEWASHINGTON

MEMORIALPARKWAY

MEMORIALPARKWAY

GEORGEWASHINGTON

PRIN

CE

STR

EET

PRIN

CE

STR

EET

STREET

HENRYHENRY

STREET

7 PRIN

CE

STR

EET

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CE

STR

EET

STREET

ALFREDALFRED

STREET

8 DU

KE

STR

EET

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STR

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STREET

HENRYHENRY

STREET

DU

KE

STR

EET

DU

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STR

EET

DU

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STR

EET

DU

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STR

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DU

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STR

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DU

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STR

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DU

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STR

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DU

KE

STR

EET

STREET

PATRICKPATRICK

STREET

STREET

ALFREDALFRED

STREET

STREET

COLUMBUSCOLUMBUS

STREET

GEORGEWASHINGTON

MEMORIALPARKWAY

MEMORIALPARKWAY

GEORGEWASHINGTON

WO

LFE

STR

EET

WO

LFE

STR

EET

STREET

ALFREDALFRED

STREET

HEN

RY

STR

EET

STREET

PATRICKPATRICK

STREET

STREET

PATRICKPATRICK

STREET

GIB

BO

N

STR

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GIB

BO

N

STR

EET

GIB

BO

N

STR

EET

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N

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STREET

ALFREDALFRED

STREET

FRA

NK

LIN

STR

EET

FRA

NK

LIN

STR

EET

STREETSTREET

STREET

PATRICKPATRICK

STREET

FUTU

RE

INTE

RSE

CTI

ON

PATRICKPATRICK

DR

IVEW

AY

21

58

16

20

23

1

18

13

87

24

39

28

0

18

141

724

41

31

22

8

45

14

701

60

59

16

2

96

58

71

8

42

34

5

7

7

90

88

35

32

0

18

86

48

13

29

42

5

9

9

57

33

36

32

6

37

16

94

12

19

7 15

11

82

2

89

11

1595

12

1

52

68

17

22

5

20

100

38

99

20

10

103

35

26

2

15

61

2

17

0

33

5

31

5

231

1511

5

2175

31

23

60

3

1564

33

51

25

4

87

1360

105

25

5

68

89

32

4

1607

72

42

54

9

65

1489

261

32

86

2444

3

468

1460

36

477

36

23

1

51

1723

62

26

1

10

0

68

780

46

21

1

68

858

33

23

4

121

29

8 58

6

5

76

95

1815

175

17

5

17

SECTION 4 ANALYSIS OF FUTURE CONDITIONS WITHOUT DEVELOPMENT Traffic Volumes This section presents an analysis of future transportation conditions including projections of 2022 and 2028 future traffic forecasts without the proposed development, as well as capacity and queuing analyses. Methodology/Assumptions. It was assumed that the proposed development would be complete and fully occupied by 2022 as specified in the traffic scoping document. Future traffic forecasts without the proposed development were derived based on baseline traffic counts, regional traffic growth and traffic generated by two (2) pipeline projects. Regional Growth. An increase in traffic associated with regional growth from 2015 to 2022 was estimated at 0.5 percent per year compounded annually for all roadways. This conservative growth rate was applied to all turning movements and accounts for increases in traffic resulting from potential development and influences outside of the immediate study area. Baseline volumes were grown for seven (7) years, with the resultant growth in trips are shown on Figure 4-1 and 4-2. Baseline Traffic Volumes were grown for thirteen years at 0.5 percent per year for the 2028 total future condition and the resulting growth is shown on Figure 4-3 and 4-4. Pipeline Developments. Traffic expected to be generated by the two (2) pipeline developments was included as part of this study and is shown on Figure 4-5. The two (2) pipeline developments included herein are:

Carr Hotel (220 S. Union Street)

Robinson Terminal South

As shown in Table 4-1, the two (2) pipeline developments are expected to generate a total of 160 AM peak hour trips, 171 PM peak hour trips and 211 Sunday peak hour trips upon completion. The peak hour traffic forecasts of the combined developments are shown on Figure 4-6 and 4-7. The peak hour traffic forecasts for each pipeline development are included in Appendix D. 2022 Future Traffic Volumes without Development. Future traffic forecasts without the proposed development were prepared for 2022 based on existing traffic counts, regional traffic growth (2015 to 2022), and the two (2) pipeline developments. The future traffic forecasts without development are shown on Figure 4-8 and 4-9.

18

Operational Analysis Future peak hour levels of service without the proposed development in 2022 were calculated at the key study intersections based on the existing lane use and traffic control shown on Figure 2-3; the future traffic forecasts without the proposed development shown on Figure 4-3; the existing traffic signal phasings/timings obtained from the City of Alexandria T&ES: and the Highway Capacity Manual (HCM) 2000 methodology, HCM 2010 methodology, using Synchro 9.

Levels of Service. The 2022 LOS results without the proposed development and the addition of regional growth and the two (2) pipeline developments are summarized in Table 4-2 and indicate the following:

All signalized study intersections would continue to operate at overall acceptable LOS “D” or better during the AM, PM, and Sunday peak hours except for the following intersections:

S. Henry Street/King Street operates at LOS “E” during the weekday PM peak hour

S. Patrick Street/King Street operates at LOS “F” during the weekday AM peak hour

S. Patrick Street/Duke Street operates at LOS “E” during the weekday AM peak hour

Washington Street/Duke Street operates at LOS “E” during theweekday AM peak hour

Some turning movements along U.S. Route 1 (S. Patrick Street and S. Henry Street) currently operate at LOS “E” or “F” during the AM, PM, and/or Sunday peak hours. Additionally, the northbound left, right, and thru movements drop to an LOS “E” with a delay of 57.6 seconds.

All signalized study intersections continue to operate at acceptable levels of service (LOS “D” or better) during the Sunday midday peak hour.

All of the approaches at the stop controlled study intersections would continue to operate at acceptable levels of service (LOS “D” or better) during the weekday AM, PM, and Sunday peak hours.

Capacity analysis worksheets for the future conditions without the proposed development are included in Appendix E.

Queues. The future peak hour queue results without the proposed development for the turning movements are presented in Appendix E and summarized in Table 4-3. As shown in Table 4-3, the estimated 50th and 95th percentile queues at study intersections would increase marginally with the addition of the two (2) pipeline developments and regional growth. Consistent with existing conditions, the estimated 95th percentile queues for the eastbound right turns at Henry Street/Duke Street would extend beyond the available storage during the PM peak hour. Consistent with the existing condition, peak hour queueing along both S. Henry Street and S. Patrick Street for thru movements at study intersections is consistent with commuter travel patterns. Longer queues were observed in the northbound direction during the AM peak hour and in the southbound direction during the PM peak hour.

19

Table4‐1

AlfredStreetChurch

PipelineTripGenerationAnalysis1

ITE

Sunday

LandUse

ADT

ADT

LandUse(ITECode)

Code

Size

Units

InOut

Total

InOut

Total

Total

InOut

Total

Total

220SouthUnionStreet

Hotel

310

120

Room

s46

3484

4143

841,070

4545

90714

220SouthUnionStreetTotalTrips

4634

8441

4384

1,070

4545

90714

RobinsonTerminalSouth

ExistingUses

Office

710

4,750

SF6

17

16

752

10

15

Warehouse

150

89,650

SF21

627

722

29319

33

670

TotalExistingTrips

277

348

2836

371

43

775

ProposedUses

ResidentialCondominium/Tow

nhouse

230

96DU

941

5039

1958

621

2930

59658

ResidentialNon‐AutoModeAdjustment‐10%

‐1‐4

‐5‐4

‐2‐6

‐155

‐3‐3

‐6‐66

NetNew

Residential

837

4535

1752

466

2627

53592

SpecialtyRetail

826

5,299

SF18

220

1519

34264

56

11108

High‐TurnoverSitDownRestaurant

932

6,174

SF37

3067

3724

61785

6351

114

814

RetailNon‐AutoModeAdjustment‐25%

Weekday&40%

Sunday

‐14

‐8‐22

‐13

‐11

‐24

‐196

‐27

‐23

‐50

‐204

NetNew

RetailTrips

4124

6539

3271

853

4134

75718

TotalProposedTrips

4961

110

7449

123

1,319

6761

128

1,310

RobinsonTerminalNetNew

Trips

2254

7666

2187

948

6358

121

644

TotalPipelineTrips

6888

160

107

64171

2,018

108

103

211

1,358

Notes:

Sunday

AMPeakHour

PMPeakHour

(1)Alltripnum

berw

eretakenfrom

theRobinsonTerminalSouthTIA,datedOctober21,2014byWells+Associates.

20

Table 4-2Alfred Street Baptist ChurchTotal Future without Development Intersection Level of Service Summary (1)


Control

LOSDelay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.)

1. Alfred Street/Cameron Street Signalized WBLTR B 14.5 B 19.6 B 15.4 B 14.4 B 19.9 B 15.5NBLT A 6.0 A 7.7 A 7.9 A 6.0 A 7.8 A 8.0SBTR B 12.4 C 21.5 B 11.7 B 12.5 C 21.9 B 11.7

Overall A 9.6 B 18.8 B 12.5 A 9.5 B 19.2 B 12.62. Henry Street/King Street Signalized EBTR C 26.6 D 50.3 D 36.1 C 25.6 D 54.2 D 36.1

WBL A 9.0 B 15.3 B 17.5 A 9.1 B 15.3 B 18.0WBT B 10.9 B 17.1 B 16.2 B 11.0 B 16.8 B 16.5

SBLTR D 46.4 F 87.0 C 23.5 D 54.4 E 76.2 C 26.2Overall D 38.7 E 72.3 C 23.9 D 44.5 E 65.0 C 25.9

3. Patrick Street/King Street Signalized EBL C 22.2 B 10.4 B 14.7 C 22.6 B 10.2 B 14.8EBT B 18.9 B 14.0 B 15.4 B 19.3 B 13.7 B 15.7

WBTR C 21.6 C 22.1 C 21.3 C 21.1 C 21.8 B 19.1NBLTR F 92.0 B 12.8 B 10.1 F 107.0 B 14.5 B 11.9Overall E 78.8 B 14.4 B 12.5 F 91.6 B 15.5 B 13.4

4. Alfred Street/King Street Signalized EBLTR A 6.4 A 6.9 B 11.8 A 5.8 A 7.4 B 10.9WBLTR A 9.8 B 15.3 B 11.2 A 9.6 B 15.2 B 11.3NBLTR B 18.5 A 9.8 A 4.8 C 26.6 B 10.1 A 4.8SBLTR B 11.6 C 21.5 B 11.9 B 11.5 C 22.3 B 11.8

Overall B 13.6 B 14.9 B 10.6 B 18.0 B 15.3 B 10.25. Washington Street/King Street Signalized EBT D 35.1 C 32.4 C 27.6 C 34.8 C 32.4 C 27.5

EBR C 31.1 C 28.7 C 22.4 C 31.1 C 28.7 C 22.4WBT C 33.8 D 36.1 C 26.6 C 34.0 D 35.6 C 26.8WBR C 30.9 C 28.1 C 23.2 C 31.0 C 28.1 C 23.7NBTR A 3.3 A 9.3 B 16.9 B 10.6 A 9.1 B 17.5SBTR A 9.6 C 34.5 C 28.4 A 9.6 D 42.7 C 30.4

Overall A 6.7 C 27.3 C 23.3 B 12.1 C 31.9 C 24.36. Henry Street/Prince Street Signalized EBTR B 14.8 E 55.9 B 16.9 B 15.0 E 64.5 B 16.9

SBLT A 4.4 A 4.3 A 4.5 A 3.6 A 4.8 A 4.9Overall A 7.7 C 27.5 A 7.0 A 7.2 C 31.5 A 7.2

7. Alfred Street/Prince Street Signalized EBLTR A 1.3 A 3.9 A 1.5 A 1.2 A 5.0 A 1.6NBTR B 11.2 B 12.6 B 13.9 A 9.4 B 12.7 B 14.1SBLT B 14.9 C 26.5 B 11.2 B 14.9 C 25.6 B 11.0

Overall A 6.5 B 12.8 A 6.4 A 5.4 B 12.9 A 6.18. Henry Street/Duke Street Signalized EBT C 24.8 D 15.8 D 40.3 C 25.0 D 44.7 D 44.8

EBR B 18.6 E 34.8 C 29.2 B 18.5 E 57.6 C 29.6WBL A 6.9 B 4.5 B 18.7 A 6.8 B 18.8 C 21.9

*Southbound left turn only available on Sunday WBT A 6.6 B 0.6 B 12.7 A 6.4 B 13.5 B 12.8SBLTR* B 16.6 D 25.2 A 5.0 C 21.0 C 32.0 A 5.3Overall B 15.7 D 37.0 B 13.3 B 17.7 C 33.5 B 14.3

9. Patrick Street/Duke Street Signalized EBT C 28.3 B 19.9 B 17.3 D 36.1 B 20.0 B 19.9WBTR E 73.7 C 23.6 C 24.1 F 97.8 C 21.3 C 34.2NBLTR D 45.2 D 43.1 B 19.2 E 55.9 D 49.1 C 20.1Overall D 47.4 D 35.3 C 20.0 E 60.0 D 38.8 C 23.2

10. Alfred Street/Duke Street Signalized EBLTR B 12.8 A 7.5 A 8.4 B 14.4 A 7.5 A 8.3WBLTR A 9.2 A 9.4 A 9.6 A 9.4 A 9.9 A 9.2NBLTR D 52.9 B 19.6 B 19.8 E 57.2 B 19.5 B 19.6SBLTR A 6.8 C 28.8 B 14.7 A 6.4 C 30.4 B 14.2

Overall C 23.8 B 15.0 B 10.9 C 25.7 B 15.6 B 10.411. Columbus Street/Duke Street Signalized EBLTR A 9.0 B 18.3 B 16.2 B 10.2 B 19.6 B 15.7

WBLTR C 21.4 C 23.9 B 15.9 C 22.1 C 24.1 B 16.2NBLTR D 39.9 B 15.4 C 20.7 D 45.0 B 15.1 C 20.4SBLTR A 5.2 C 26.5 B 14.1 A 4.0 C 29.8 B 13.6

Overall C 24.5 C 22.6 B 16.6 C 27.0 C 24.3 B 16.412. Washington Street/Duke Street Signalized EBLTR F 98.9 D 45.2 C 32.8 F 123.6 D 54.7 D 36.7

WBLTR D 36.2 C 32.8 C 28.9 D 39.7 D 35.7 C 32.1NBTR E 65.1 B 18.7 E 57.5 E 63.4 B 18.3 D 54.6SBLTR A 7.0 B 10.6 C 22.2 A 7.2 B 15.7 C 28.2

Overall E 57.1 B 17.3 D 36.9 E 57.7 C 21.5 D 38.513. Patrick Street/U-Turns from Henry Street Unsignalized EBL B 11.0 A 9.7 A 9.8 B 11.1 A 9.8 A 9.9

NBTR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.014. Alfred Street/Wolfe Street Unsignalized EBLTR A 8.3 A 8.2 A 7.6 A 8.3 A 8.1 A 7.6

WBLTR A 7.9 A 9.3 A 7.6 A 7.9 A 9.2 A 7.6NBLTR B 10.6 A 8.1 A 7.8 B 10.7 A 8.1 A 7.8SBLTR A 7.9 B 10.3 A 8.0 A 7.9 B 10.2 A 7.9

15. Patrick Street/Gibbon Street Signalized WBL F 82.0 F 126.0 C 28.3 F 81.3 F 139.6 C 28.4WBLTR D 49.7 C 25.6 C 20.7 D 49.0 C 27.1 C 20.3NBLT B 10.2 B 18.6 B 11.3 B 11.8 C 20.6 B 13.2SBTR A 5.6 C 30.3 A 5.7 A 5.0 D 41.8 A 7.5

Overall B 15.3 D 36.9 B 10.5 B 15.8 D 44.6 B 12.016. Alfred Street/Gibbon Street Signalized WBLTR B 15.6 B 12.0 A 8.9 B 15.7 B 12.6 A 9.0

NBLT C 23.0 D 49.3 B 12.5 C 22.8 D 53.3 B 12.1SBTR B 12.5 B 14.8 A 9.4 B 12.4 B 15.5 A 9.3

Overall B 19.0 B 19.2 A 9.7 B 18.9 C 20.2 A 9.617. Patrick Street/Franklin Street Signalized EBLT E 65.3 E 63.1 E 65.5 E 65.3 E 63.1 E 65.6

EBR E 67.7 E 67.0 E 67.5 E 67.7 E 67.0 E 67.5NBT A 7.7 A 4.2 A 2.9 A 8.2 A 4.2 A 2.8NBR E 57.8 A 5.4 A 3.2 E 66.4 A 5.4 A 3.2SBT A 2.5 C 26.1 A 3.3 A 2.4 D 37.1 A 3.6

Overall B 19.1 B 19.1 A 4.5 C 21.2 C 25.8 A 4.618. Existing Garage Driveway/Patrick Street/ Unsignalized EBL A 9.9 A 9.5 D 31.0 B 10.1 A 9.6 D 26.8*Northbound right future movement only NBLTR* A 0.4 A 0.6 A 0.0 A 0.4 A 0.6 A 3.2Notes: (1) Capacity analysis based on Highway Capacity Manual methodology, using Synchro 9.0.

Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak HourSunday

Existing Conditions 2022 Future Conditions without DevelopmentAM PM Sunday AM PM

21

Table 4-3Alfred Street Baptist ChurchTotal Future without Development Conditions Intersection Queue Summary (1)

Intersection Intersection Approach/ StorageMovement Length

Control (ft)

50th 95th 50th 95th 50th 95th 50th 95th 50th 95th 50th 95th1. Alfred Street/Cameron Street Signalized WBLTR - 48 72 134 187 45 72 47 73 140 194 46 73

NBLT - 19 m22 25 m39 29 m46 19 m20 25 m40 29 m48SBTR - 13 37 173 291 21 46 13 38 177 298 19 49

2. Henry Street/King Street Signalized EBTR - 143 221 179 #357 131 #238 134 228 ~195 #371 131 #243WBL 100 16 m15 47 m53 44 m52 16 m16 45 m49 46 m55WBT - 89 m104 127 m159 121 m162 89 m108 122 m149 123 m170

SBLTR - ~284 #394 ~532 #586 310 383 ~325 #420 ~501 #614 336 #4643. Patrick Street/King Street Signalized EBL 100 55 m77 17 m18 30 m34 56 m85 16 m17 31 m36

EBT - 92 m136 140 m150 123 m173 93 m142 135 m141 127 m176WBTR - 80 m56 42 #235 99 138 77 m58 42 m#304 92 #140NBLTR - ~1310 m#827 55 #357 49 76 ~1395 m#822 54 #383 68 #90

4. Alfred Street/King Street Signalized EBLTR - 23 m28 26 m37 62 m78 20 m26 28 m40 54 m72WBLTR - 41 m58 70 m98 49 76 39 m58 63 89 50 77NBLTR - 32 m#457 21 34 13 21 51 #507 20 35 12 22SBLTR - 9 21 102 197 23 41 8 22 109 206 22 43

5. Washington Street/King Street Signalized EBT - 68 111 89 143 153 221 64 114 88 147 151 225EBR 100 0 17 10 34 2 23 0 18 10 36 1 24WBT - 50 93 141 205 128 195 51 96 134 211 133 202WBR - 0 8 0 24 16 43 0 18 0 26 23 54NBTR - 30 m25 98 146 150 172 ~50 m26 100 142 166 190SBTR - 88 108 604 #789 376 482 88 117 ~746 #857 419 534

6. Henry Street/Prince Street Signalized EBTR - 111 156 ~351 #478 78 115 116 164 ~375 #504 80 117SBLT - 15 m15 35 m30 26 30 15 m14 38 m33 27 m30

7. Alfred Street/Prince Street Signalized EBLTR - 7 m7 25 31 5 7 5 m6 32 42 6 8NBTR - 68 m71 26 m49 32 60 65 m67 25 m50 31 m62SBLT - 26 49 150 226 40 m63 25 51 139 233 39 m64

8. Henry Street/Duke Street Signalized EBT - 178 267 155 #261 160 #285 181 286 155 #289 176 #320EBR 125 79 113 ~177 #252 79 120 77 115 155 #260 82 124WBL - 8 m8 40 m44 42 m54 9 m8 44 m48 49 m55

*Southbound left turn only available on Sunday WBT - 60 m55 81 m90 82 m106 60 m51 91 m100 92 m100SBLTR* - 36 m#320 ~440 m#496 24 31 41 m#121 ~432 m#480 25 32

9. Patrick Street/Duke Street Signalized EBT - 94 184 98 m140 75 m134 102 #341 98 m140 91 m134WBTR - ~287 m#449 140 #458 112 #482 ~334 m#496 131 m#490 129 #545NBLTR - ~654 #740 330 #413 209 285 ~734 #629 ~354 #464 197 278

10. Alfred Street/Duke Street Signalized EBLTR - 50 m65 36 m42 52 m49 52 m83 36 m46 52 m41WBLTR - 78 m132 90 m128 90 117 78 m148 97 m137 87 119NBLTR - 226 #419 30 60 38 73 235 #435 29 63 36 74SBLTR - 3 10 88 #295 11 36 3 10 97 #310 10 38

11. Columbus Street/Duke Street Signalized EBLTR - 51 m103 73 m83 106 114 59 12 80 m92 105 112WBLTR - 120 189 150 226 145 211 129 25 152 250 150 240NBLTR - 268 #489 57 100 77 128 287 57 54 103 73 131SBLTR - 8 28 180 m242 19 46 6 3 183 m#406 18 41

12. Washington Street/Duke Street Signalized EBLTR - ~282 #428 187 #325 212 324 ~305 #492 216 #388 242 372WBLTR - 123 183 154 221 210 283 161 250 186 285 261 378NBTR - ~851 #925 217 261 ~394 #499 ~841 #953 207 268 372 #530SBLTR - 38 50 37 m#54 118 #638 44 57 ~49 m#715 139 #705

13. Patrick Street/U-Turns from Henry Street Unsignalized EBL 115 - 15 - 6 - 10 - 16 - 6 - 14NBTR - - 0 - 0 - 0 - 0 - 0 - 0

14. Alfred Street/Wolfe Street Unsignalized EBLTR - - 3 - 3 - 3 - 3 - 3 - 3WBLTR - - 5 - 23 - 5 - 5 - 23 - 5NBLTR - - 55 - 5 - 10 - 60 - 5 - 10SBLTR - - 8 - 45 - 15 - 5 - 45 - 13

15. Patrick Street/Gibbon Street Signalized WBL - 297 #470 ~467 m#643 125 239 0 #490 ~494 m#672 127 267WBT - 139 201 159 m#246 70 100 0 206 166 m#292 71 103NBLT - 720 13 230 392 198 315 0 13 257 426 226 345SBTR - 106 112 ~205 m26 26 517 0 96 ~244 m39 339 539

16. Alfred Street/Gibbon Street Signalized WBLTR - 81 118 76 125 49 81 84 123 80 133 50 83NBLT - 193 295 55 #159 33 67 190 303 55 #165 31 70SBTR - 5 21 46 106 5 29 5 22 50 #120 5 31

17. Patrick Street/Franklin Street Signalized EBLT - 5 16 22 47 8 22 4 15 22 47 8 23EBR - 49 68 95 122 51 68 47 71 95 125 49 70NBT - 358 951 140 260 92 229 382 1029 135 267 86 234NBR - ~1585 #1831 0 22 0 20 ~1672 #1915 0 30 0 28SBT - 71 270 ~1494 m#1465 32 603 64 264 ~1603 m#1480 92 696

18. Existing Garage Driveway/Patrick Street Unsignalized EBL - - 3 - 2 - 84 - 3 - 2 - 74*Northbound right movement in future conditions only. NBLTR - - 1 - 1 - 0 - 1 - 1 - 10Notes: (1) Queue length is based on the 50th and 95th percentile queues in feet as reported by Synchro, Version 9 (2) "~" - 50th percentile volume exceeds capacity, queue may be longer than shown (3) "#" - 95th percentile volume exceeds capacity, queue may be longer than shown (4) "m" - Volume for 95th percentile queue is metered by upstream signal

SundayExisting Conditions 2022 Future Conditions without Development

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4

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City of A

lexandria, V

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lexandria, V

irginia

19

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31

SECTION 5 TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT Trip Generation The number of AM, PM, and Sunday peak hour trips that would be generated by the proposed development were estimated based on the Institute of Transportation Engineers Trip Generation Manual, 9th Edition trip rates and equations. As shown in Table 5-1, the proposed development (181,150 GSF Church with 2,163 seats) is expected to generate 45 weekday AM peak hour trips, 19 weekday PM peak hour trips, 401 Sunday peak hour trips, 1,579 weekday daily (24-hour) trips, and 3,619 total Sunday (24-hour) trips upon completion and full occupancy by 2022. These estimates account for a 10 percent non-auto mode split reduction as agreed during the scoping process. The non-auto reduction was based on the subject site’s distance to King Street Metro station, shuttle service available to the church, and the primarily residential area surrounding the church facilities. Site Trip Distribution The distribution of peak hour trips generated by the proposed development was based on a review of existing traffic patterns in the study area, local knowledge, and previously prepared traffic study in the vicinity. The following distributions, as agreed upon during the scoping process, were used in this study: Direction (To/From) Residential North via S. Washington Street 30% North via U.S. Route 1 (S. Patrick Street) 5% West via Duke Street 10% East via Duke Street 5% South via S. Washington Street 10% South via U.S. Route 1 (S. Henry Street) 40% Total 100% Patrons will be able to take advantage of the grid street system in Old Town North in order to access the site from the north and south. Depending on the time of day, patrons will need to take slightly different routes to available parking in due to turning movement restrictions along S. Washington Street.

32

Site Access

The subject site is bounded by Duke Street to the north, Wolfe Street to the south, S. Patrick Street to the west and S. Alfred Street to the east. Direct access to the below grade parking garage is proposed on S. Patrick Street and at S. Alfred Street as shown on Figure 2-2. Access to the loading area is proposed on Wolfe Street, to the south of the proposed site. A truck would enter Wolfe Street, a dead-end street, and back into the designated service entrance. Trucks would exit the property onto S. Alfred Street by turning right and heading southbound, then turn right onto Gibbon Street and use U.S. Route 1 to head either north or south.

Rerouted Traffic Volumes Traffic volumes were rerouted to the proposed garage entrance and exit from the garage across S. Patrick Street in order reflect proper traffic flow once the development has been completed. All weekday vehicle trips will utilize the proposed garage underneath the site during weekday peak hours. Rerouted weekday AM and PM peak hour traffic volumes are shown on Figure 5-1. Sunday traffic will continue to utilize the existing garage in the future conditions.

Site Trip Assignments The peak hour vehicle-trips shown in Table 5-1 were assigned to the public road network according to the directional distribution described above. All new trips were directed to the proposed on-site garage, as the number of net-new trips would fill the proposed garage to capacity. The existing trips would remain on the network and utilize the several available off-site parking locations as under current conditions. These net-new site generated traffic assignments for the proposed development are shown on Figures 5-2 and 5-3. The synergy that would occur between the proposed development and adjacent mix of uses in Old Town was included in the 10% non-auto reduction. Therefore, the results of this study should be considered conservative.

33

Tabl

e 5-

1Al

fred

Str

eet B

aptis

t Chu

rch

Site

Trip

Gen

erat

ion

Anal

ysis

(1)

ITE

Land

Use

AM P

eak

Hour

PM P

eak

Hour

Wee

kday

Sund

ay P

eak

Hour

Sund

ayLa

nd U

seCo

deSi

zeU

nits

InO

utTo

tal

InO

utTo

tal

ADT

(2)

InO

utTo

tal

ADT

Exis

ting

(2)

Chur

ch56

0

48

,350

S

F 15

12

27

11

11

22

44

1

1

,208

se

ats

369

36

9

737

2,

235

To

wnh

omes

230

22

DU3

12

15

11

6

17

17

2

27

28

55

10

6

Exist

ing

Subt

otal

18

24

42

22

17

39

613

396

39

7

792

2,

341

Prop

osed

Dev

elop

men

tCh

urch

560

18

1,15

0 SF

56

45

10

1

32

35

67

1,

651

2,1

63

seat

s 66

0

660

1,

320

4,

002

10

% N

on-a

uto

Redu

ctio

n(6

)

(5

)

(1

0)

(3)

(4)

(7)

(165

)

(66)

(6

6)

(132

)

(4

00)

Tota

l Pro

pose

d Si

te T

rips

50

40

91

29

31

60

1,48

6

594

59

4

1,18

8

3,

602

32

16

49

7

14

21

873

199

19

8

396

1,

261

Not

es:

(1) T

raffi

c es

timat

es b

ased

on

Inst

itute

of T

rans

port

atio

n En

gine

ers (

ITE)

Trip

Gen

erat

ion,

Nin

th E

ditio

n.(2) Exi

sting seat coun

t was quantifi

ed using atten

dence recorde

d during a typ

ical Sunday ser

vice.N

ET N

EW T

RIPS

(Pro

pose

d vs

. Exi

stin

g)

34

5

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Alfred B

aptist C

hurch

City of A

lexandria, V

irginia

AM

P

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0/0

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0/0

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0/0

0/0

0/0

0/0

0/0

0/0

0/0

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0/0

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0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

8/6

0/0

14/9

0/0

-8

/-6

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

2/2

0/0

0/0

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0/0

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0/0

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0/0

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0/0

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0/0

0/0

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13

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-1/-1

-13/-8

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

2/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

0/0

2/1

22

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6

0/0

18/23

0/0

-18/-23

-2

4/-1

6

35

5

4

3

2

1

6

7

8

11

12

16

15

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16

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SECTION 6 ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT Traffic Volumes Future traffic forecasts with the proposed development were developed based on a composite of existing peak hour traffic volumes, regional growth and the proposed developments primary trips. Future lane-use including proposed site driveways is shown on Figure 6-1. The future peak hour traffic forecast for year 2022 (project build-out) are shown on Figure 6-2 and 6-3, and for year 2028 (build-out plus six years) are shown on Figure 6-4 and 6-5. Capacity Analysis Future peak hour levels of service and 50th and 95th percentile queues with the proposed development are summarized in Tables 6-1 and 6-2, respectively. The results were identified for the key study intersections based on the future traffic forecasts shown on Figures 6-1 and 6-2, and the Highway Capacity Manual 2000 methodology using Synchro 9. Levels of Service. The 2022 LOS results with the proposed development are summarized in Table 6-1 and indicate the following:

All signalized study intersections would continue to operate at overall acceptable LOS “D” or better during the AM, PM, and Sunday peak hours except for the following intersections:

S. Henry Street/King Street which operates at LOS “E” during the weekday PM peak hour

S. Patrick Street/King Street which operates at LOS “F” during the weekday AM peak hour

S. Patrick Street/Duke Street which operates at LOS “E” during the weekday AM peak hour

Washington Street/Duke Street which operates at LOS “E” during the weekday AM peak hour

Some turning movements along Route 1 (S. Patrick Street and S. Henry Street) would continue to operate at LOS “E” or “F” during the AM, PM, and/or Sunday peak hours, consistent with future conditions without development. In addition, the westbound thru/right lane at the intersection of S. Patrick Street/Duke Street deteriorates from LOS “C” to LOS “E” during the Sunday peak hour. The eastbound approach and northbound thru/right lane at the intersection of Duke Street/S. Washington Street both deteriorate from LOS “D” to LOS “E” during the PM and Sunday peak hours. The overall LOS at both the S. Patrick Street/Duke Street and S. Washington Street/Duke Street are consistent between the conditions with and without development.

38

When compared to future conditions without development, the overall delay per vehicle at each of the signalized study intersections would increase by less than six (6) seconds during the AM or PM peak hours, and eleven (11) seconds during the Sunday peak hour. Thus, the proposed development would have only a minor impact on overall traffic operations in the area.

All of the approaches at the stop controlled study intersections would continue to operate at acceptable levels of service (LOS “D” or better) during the AM, PM, and Sunday peak hours with the proposed development.

The eastbound left movement out of the existing garage opposite of the church across S. Patrick Street would continue to operate at an LOS “D” with the redevelopment. The proposed garage would operate at an LOS “B” during the AM, PM, and Sunday peak hours.

The LOS results for build-out plus six (6) years (2028) are also summarized in Table 6-1. As shown in Table 6-1, with an additional six (6) years of regional growth both signalized and stop controlled study intersections would operate at levels of service consistent with build-out conditions (2022). Given the magnitude of regional traffic along U.S. Route 1 and Washington Street and the modest impact of development-related traffic, no vehicular geometric improvements are recommended at the study intersections. Capacity analysis worksheets for 2022 and 2028 conditions with development are included in Appendix F. Queues. The future peak hour queue results with the proposed development for the turning movements are presented in Appendix F and summarized in Table 6-2. As shown in Table 6-2, the estimated 50th and 95th percentile queues at study intersections would operate generally consistent with future conditions without development along throughout the study area and along U.S. Route 1 (S. Patrick Street and S. Henry Street). Consistent with existing and future conditions without development the 95th percentile queues of eastbound right turns at S. Henry Street/Duke Street could exceed the available storage.

39

Table 6-1Alfred Street Baptist ChurchTotal Future with Development Intersection Level of Service Summary (1)


Control

LOSDelay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

Delay (sec.) LOS

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1. Alfred Street/Cameron Street Signalized WBLTR B 14.5 B 19.6 B 15.4 B 14.4 B 19.9 B 15.5 B 14.4 B 19.9 B 15.5 B 14.5 C 20.2 B 15.5NBLT A 6.0 A 7.7 A 7.9 A 6.0 A 7.8 A 8.0 A 5.9 A 7.8 A 7.1 A 5.9 A 7.9 A 7.1SBTR B 12.4 C 21.5 B 11.7 B 12.5 C 21.9 B 11.7 B 12.5 C 21.9 B 11.7 B 12.5 C 22.7 B 11.7

Overall A 9.6 B 18.8 B 12.5 A 9.5 B 19.2 B 12.6 A 9.4 B 19.2 B 12.1 A 9.5 B 19.7 B 12.12. Henry Street/King Street Signalized EBTR C 26.6 D 50.3 D 36.1 C 25.6 D 54.2 D 36.1 C 25.6 D 54.2 D 36.1 C 26.3 E 58.7 D 37.1

WBL A 9.0 B 15.3 B 17.5 A 9.1 B 15.3 B 18.0 A 9.2 B 15.3 B 18.3 A 9.3 B 15.6 B 18.6WBT B 10.9 B 17.1 B 16.2 B 11.0 B 16.8 B 16.5 B 11.1 B 16.8 B 16.3 B 11.1 B 16.9 B 16.5

SBLTR D 46.4 F 87.0 C 23.5 D 54.4 E 76.2 C 26.2 D 54.7 E 76.2 C 26.6 E 62.1 F 86.0 C 29.3Overall D 38.7 E 72.3 C 23.9 D 44.5 E 65.0 C 25.9 D 44.7 E 64.9 C 26.2 D 50.1 E 72.6 C 28.3

3. Patrick Street/King Street Signalized EBL C 22.2 B 10.4 B 14.7 C 22.6 B 10.2 B 14.8 C 22.6 B 10.2 B 15.0 C 22.5 B 10.2 B 15.2EBT B 18.9 B 14.0 B 15.4 B 19.3 B 13.7 B 15.7 B 19.3 B 13.7 B 15.7 B 19.2 B 13.7 B 15.8

WBTR C 21.6 C 22.1 C 21.3 C 21.1 C 21.8 B 19.1 C 20.9 C 21.8 C 21.2 C 21.3 C 23.2 C 22.0NBLTR F 92.0 B 12.8 B 10.1 F 107.0 B 14.5 B 11.9 F 107.0 B 14.6 B 12.2 F 118.9 B 17.1 B 14.3Overall E 78.8 B 14.4 B 12.5 F 91.6 B 15.5 B 13.4 F 91.7 B 15.6 B 14.0 F 101.5 B 17.5 B 15.6

4. Alfred Street/King Street Signalized EBLTR A 6.4 A 6.9 B 11.8 A 5.8 A 7.4 B 10.9 A 5.8 A 7.4 B 10.9 A 6.0 A 7.7 B 11.3WBLTR A 9.8 B 15.3 B 11.2 A 9.6 B 15.2 B 11.3 A 9.7 B 15.4 B 14.1 A 9.9 B 16.5 B 14.4NBLTR B 18.5 A 9.8 A 4.8 C 26.6 B 10.1 A 4.8 C 26.9 A 9.9 A 6.5 C 30.8 B 10.1 A 6.7SBLTR B 11.6 C 21.5 B 11.9 B 11.5 C 22.3 B 11.8 B 11.5 C 22.3 B 11.8 B 11.5 C 23.3 B 11.8

Overall B 13.6 B 14.9 B 10.6 B 18.0 B 15.3 B 10.2 B 18.2 B 15.4 B 11.3 C 20.3 B 16.1 B 11.65. Washington Street/King Street Signalized EBT D 35.1 C 32.4 C 27.6 C 34.8 C 32.4 C 27.5 C 34.8 C 32.4 C 27.5 C 35.0 C 32.5 C 27.8

EBR C 31.1 C 28.7 C 22.4 C 31.1 C 28.7 C 22.4 C 31.1 C 28.7 C 22.4 C 31.1 C 28.8 C 22.4WBT C 33.8 D 36.1 C 26.6 C 34.0 D 35.6 C 26.8 C 34.0 D 35.6 C 26.8 C 34.0 D 36.0 C 27.1WBR C 30.9 C 28.1 C 23.2 C 31.0 C 28.1 C 23.7 C 31.0 C 28.1 C 23.7 C 31.0 C 28.1 C 23.8NBTR A 3.3 A 9.3 B 16.9 B 10.6 A 9.1 B 17.5 B 10.8 A 9.1 B 17.9 B 18.9 A 9.7 B 19.1SBTR A 9.6 C 34.5 C 28.4 A 9.6 D 42.7 C 30.4 A 9.6 D 42.8 C 34.5 A 9.7 D 48.9 D 36.2

Overall A 6.7 C 27.3 C 23.3 B 12.1 C 31.9 C 24.3 B 12.2 C 32.0 C 26.1 B 18.4 D 35.8 C 27.36. Henry Street/Prince Street Signalized EBTR B 14.8 E 55.9 B 16.9 B 15.0 E 64.5 B 16.9 B 15.0 E 64.5 B 16.9 B 15.3 E 73.0 B 17.0

SBLT A 4.4 A 4.3 A 4.5 A 3.6 A 4.8 A 4.9 A 3.7 A 4.8 A 5.2 A 4.2 A 5.3 A 5.6Overall A 7.7 C 27.5 A 7.0 A 7.2 C 31.5 A 7.2 A 7.3 C 31.5 A 7.5 A 7.7 D 35.5 A 7.8

7. Alfred Street/Prince Street Signalized EBLTR A 1.3 A 3.9 A 1.5 A 1.2 A 5.0 A 1.6 A 1.2 A 5.0 A 1.6 A 1.3 A 5.4 A 1.6NBTR B 11.2 B 12.6 B 13.9 A 9.4 B 12.7 B 14.1 A 6.7 B 12.6 B 10.8 A 7.0 B 12.5 B 10.9SBLT B 14.9 C 26.5 B 11.2 B 14.9 C 25.6 B 11.0 B 14.9 C 25.6 B 11.9 B 14.8 C 26.2 B 11.9

Overall A 6.5 B 12.8 A 6.4 A 5.4 B 12.9 A 6.1 A 4.4 B 12.9 A 6.2 A 4.6 B 13.3 A 6.28. Henry Street/Duke Street Signalized EBT C 24.8 D 15.8 D 40.3 C 25.0 D 44.7 D 44.8 C 25.1 D 44.7 D 46.8 C 25.8 D 46.8 D 49.3

EBR B 18.6 E 34.8 C 29.2 B 18.5 E 57.6 C 29.6 B 18.5 E 57.6 C 29.9 B 18.7 E 62.5 C 30.2WBL A 6.9 B 4.5 B 18.7 A 6.8 B 18.8 C 21.9 A 6.5 B 19.0 C 34.3 A 6.6 C 20.2 D 36.8

*Southbound left turn only available on Sunday WBT A 6.6 B 0.6 B 12.7 A 6.4 B 13.5 B 12.8 A 6.0 B 13.1 B 12.9 A 6.1 B 13.2 B 13.0SBLTR* B 16.6 D 25.2 A 5.0 C 21.0 C 32.0 A 5.3 C 21.3 C 32.1 A 5.5 C 26.7 D 40.3 A 6.0Overall B 15.7 D 37.0 B 13.3 B 17.7 C 33.5 B 14.3 B 17.8 C 33.5 B 15.8 C 20.5 D 38.7 B 16.5

9. Patrick Street/Duke Street Signalized EBT C 28.3 B 19.9 B 17.3 D 36.1 B 20.0 B 19.9 D 45.8 B 20.0 C 29.7 E 59.5 C 20.4 C 33.2WBTR E 73.7 C 23.6 C 24.1 F 97.8 C 21.3 C 34.2 F 111.6 C 23.6 E 68.1 F 120.4 C 25.7 E 75.6NBLTR D 45.2 D 43.1 B 19.2 E 55.9 D 49.1 C 20.1 D 52.9 D 47.5 C 20.2 E 62.6 D 53.4 C 21.9Overall D 47.4 D 35.3 C 20.0 E 60.0 D 38.8 C 23.2 E 61.6 D 38.2 C 33.3 E 71.7 D 42.5 D 36.6

10. Alfred Street/Duke Street Signalized EBLTR B 12.8 A 7.5 A 8.4 B 14.4 A 7.5 A 8.3 A 9.4 A 7.0 A 5.0 A 9.0 A 7.4 A 4.6WBLTR A 9.2 A 9.4 A 9.6 A 9.4 A 9.9 A 9.2 A 9.6 A 9.9 A 9.7 A 9.8 B 10.1 B 10.1NBLTR D 52.9 B 19.6 B 19.8 E 57.2 B 19.5 B 19.6 E 77.6 C 21.2 C 34.6 F 83.2 C 21.5 D 35.6SBLTR A 6.8 C 28.8 B 14.7 A 6.4 C 30.4 B 14.2 A 5.9 C 30.6 B 13.5 A 5.7 C 32.1 B 14.1

Overall C 23.8 B 15.0 B 10.9 C 25.7 B 15.6 B 10.4 C 31.3 B 15.8 B 13.3 C 32.9 B 16.4 B 13.511. Columbus Street/Duke Street Signalized EBLTR A 9.0 B 18.3 B 16.2 B 10.2 B 19.6 B 15.7 B 11.5 C 20.5 B 15.7 B 11.9 C 20.5 B 15.6

WBLTR C 21.4 C 23.9 B 15.9 C 22.1 C 24.1 B 16.2 C 22.3 C 24.1 B 17.0 C 22.8 C 24.8 B 17.4NBLTR D 39.9 B 15.4 C 20.7 D 45.0 B 15.1 C 20.4 D 45.0 B 15.1 C 20.4 D 50.2 B 15.6 C 20.6SBLTR A 5.2 C 26.5 B 14.1 A 4.0 C 29.8 B 13.6 A 4.0 C 29.8 B 13.6 A 3.9 C 32.4 B 13.8

Overall C 24.5 C 22.6 B 16.6 C 27.0 C 24.3 B 16.4 C 27.4 C 24.5 B 16.7 C 29.8 C 25.7 B 16.812. Washington Street/Duke Street Signalized EBLTR F 98.9 D 45.2 C 32.8 F 123.6 D 54.7 D 36.7 F 127.4 E 56.2 D 49.8 F 140.3 E 62.1 D 53.4

WBLTR D 36.2 C 32.8 C 28.9 D 39.7 D 35.7 C 32.1 D 39.9 D 35.7 C 33.0 D 40.3 D 36.1 C 33.6NBTR E 65.1 B 18.7 E 57.5 E 63.4 B 18.3 D 54.6 E 63.4 B 18.3 E 56.8 E 72.5 B 18.7 E 68.1SBLTR A 7.0 B 10.6 C 22.2 A 7.2 B 15.7 C 28.2 A 7.2 B 15.8 C 32.9 A 7.3 C 23.3 D 41.9

Overall E 57.1 B 17.3 D 36.9 E 57.7 C 21.5 D 38.5 E 58.0 C 21.8 D 42.9 E 65.3 C 26.7 D 50.613. Patrick Street/U-Turns from Henry Street Unsignalized EBL B 11.0 A 9.7 A 9.8 B 11.1 A 9.8 A 9.9 B 11.2 A 9.9 B 10.7 B 11.3 A 9.9 B 10.9

NBTR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.014. Alfred Street/Wolfe Street Unsignalized EBLTR A 8.3 A 8.2 A 7.6 A 8.3 A 8.1 A 7.6 A 8.3 A 8.2 A 7.8 A 8.3 A 8.2 A 7.8

WBLTR A 7.9 A 9.3 A 7.6 A 7.9 A 9.2 A 7.6 A 7.9 A 9.2 A 7.7 A 7.9 A 9.3 A 7.7NBLTR B 10.6 A 8.1 A 7.8 B 10.7 A 8.1 A 7.8 B 10.8 A 8.1 A 8.0 B 11.1 A 8.1 A 8.0SBLTR A 7.9 B 10.3 A 8.0 A 7.9 B 10.2 A 7.9 A 7.9 B 10.3 A 8.3 A 7.9 B 10.4 A 8.4

15. Patrick Street/Gibbon Street Signalized WBL F 82.0 F 126.0 C 28.3 F 81.3 F 139.6 C 28.4 F 82.2 F 139.6 C 29.3 F 84.0 F 151.1 C 29.8WBLTR D 49.7 C 25.6 C 20.7 D 49.0 C 27.1 C 20.3 D 49.2 C 27.1 C 20.3 D 49.0 C 28.7 C 20.3NBLT B 10.2 B 18.6 B 11.3 B 11.8 C 20.6 B 13.2 B 12.1 C 20.7 B 15.5 B 14.2 C 22.8 B 17.2SBTR A 5.6 C 30.3 A 5.7 A 5.0 D 41.8 A 7.5 A 5.0 D 42.5 A 8.7 A 5.3 D 52.2 B 10.1

Overall B 15.3 D 36.9 B 10.5 B 15.8 D 44.6 B 12.0 B 16.0 D 45.0 B 13.5 B 17.4 D 51.6 B 14.916. Alfred Street/Gibbon Street Signalized WBLTR B 15.6 B 12.0 A 8.9 B 15.7 B 12.6 A 9.0 B 15.7 B 12.6 A 9.0 B 15.9 B 13.1 A 9.1

NBLT C 23.0 D 49.3 B 12.5 C 22.8 D 53.3 B 12.1 C 22.9 D 53.9 B 12.8 C 23.7 E 65.6 B 13.0SBTR B 12.5 B 14.8 A 9.4 B 12.4 B 15.5 A 9.3 B 12.5 B 15.5 A 9.7 B 12.5 B 16.3 A 9.9

Overall B 19.0 B 19.2 A 9.7 B 18.9 C 20.2 A 9.6 B 19.0 C 20.3 A 9.9 B 19.4 C 22.8 B 10.017. Patrick Street/Franklin Street Signalized EBLT E 65.3 E 63.1 E 65.5 E 65.3 E 63.1 E 65.6 E 65.3 E 63.1 E 65.6 E 65.1 E 62.9 E 65.6

EBR E 67.7 E 67.0 E 67.5 E 67.7 E 67.0 E 67.5 E 67.7 E 67.0 E 67.5 E 67.6 E 67.0 E 67.6NBT A 7.7 A 4.2 A 2.9 A 8.2 A 4.2 A 2.8 A 8.4 A 4.2 A 2.9 A 9.4 A 4.3 A 3.0NBR E 57.8 A 5.4 A 3.2 E 66.4 A 5.4 A 3.2 E 66.5 A 5.4 A 3.2 E 76.9 A 5.6 A 3.2SBT A 2.5 C 26.1 A 3.3 A 2.4 D 37.1 A 3.6 A 2.4 D 37.7 A 3.9 A 2.5 D 47.9 A 4.1

Overall B 19.1 B 19.1 A 4.5 C 21.2 C 25.8 A 4.6 C 21.3 C 26.2 A 4.7 C 24.2 C 32.4 A 4.918. Existing Garage Driveway/Patrick Street/ Unsignalized EBL A 9.9 A 9.5 D 31.0 B 10.1 A 9.6 D 26.8 A 0.0 A 0.0 D 31.8 A 0.0 A 0.0 D 34.1*Northbound right future movement only NBLTR* A 0.4 A 0.6 A 0.0 A 0.4 A 0.6 A 3.2 A 0.0 A 0.0 A 0.9 A 0.0 A 0.0 A 2.919. Proposed Site Driveway/S. Alfred Street Unsignalized EBLR B 11.9 B 11.3 B 12.1 B 12.6 B 11.4 B 12.7

NBLT A 0.0 A 0.0 A 1.2 A 0.0 A 0.0 A 1.2Notes: (1) Capacity analysis based on Highway Capacity Manual methodology, using Synchro 9.0.

Proposed Site Driveway

2022 Future Conditions with Development 2028 Future Condisitons with DevelopmentSunday

Existing Conditions 2022 Future Conditions without DevelopmentAM PM Sunday AM PM AM PM SundayPM

Peak HourSunday

Peak Hour Peak HourPeak Hour Peak Hour Peak Hour Peak HourAM

Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour

40

Tabl

e 6-

2Al

fred

Str

eet B

aptis

t Chu

rch

Tota

l Fut

ure

with

Dev

elop

men

t Con

ditio

ns In

ters

ectio

n Q

ueue

Sum

mar

y (1)

Inte

rsec

tion

Inte

rsec

tion

Appr

oach

/St

orag

eM

ovem

ent

Leng

thCo

ntro

l(ft

)

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

50th

95th

1. A

lfred

Str

eet/

Cam

eron

Str

eet

Sign

alize

dW

BLTR

-48

7213

418

745

7247

7314

019

446

7347

7314

019

446

7348

7514

620

348

74N

BLT

-19

m22

25m

3929

m46

19m

2025

m40

29m

4819

m20

25m

4029

m48

20m

2026

m41

29m

48SB

TR-

1337

173

291

2146

1338

177

298

1949

1338

177

298

1949

1439

185

313

2050

2. H

enry

Str

eet/

King

Str

eet

Sign

alize

dEB

TR-

143

221

179

#357

131

#238

134

228

~195

#371

131

#243

134

228

~195

#371

131

#243

140

237

~215

#386

135

#254

WBL

100

16m

1547

m53

44m

5216

m16

45m

4946

m55

17m

1745

m49

49m

6017

m17

47m

5050

m60

WB T

-89

m10

412

7m

159

121

m16

289

m10

812

2m

149

123

m17

089

m10

812

1m

149

124

m16

592

m10

812

6m

149

129

m16

7SB

LTR

-~2

84#3

94~5

32#5

8631

038

3~3

25#4

20~5

01#6

1433

6#4

64~3

26#4

20~5

01#6

1434

0#4

69~3

45#4

40~5

29#6

4335

8#4

933.

Pat

rick

Stre

et/K

ing

Stre

e tSi

gnal

ized

EBL

100

55m

7717

m18

30m

3456

m85

16m

1731

m36

56m

8516

m17

31m

3657

m82

17m

1732

m36

EBT

-92

m13

614

0m

150

123

m17

393

m14

213

5m

141

127

m17

693

m14

213

5m

141

127

m17

696

m14

213

9m

141

132

m17

7W

BTR

-80

m56

42#2

3599

138

77m

5842

m#3

0492

#140

74m

5842

m#3

0497

#268

76m

5944

m#3

0499

#279

NBL

TR-

~131

0m

#827

55#3

5749

76~1

395

m#8

2254

#383

68#9

0~1

395

m#8

2254

#383

72#9

3~1

464

m#1

300

52#3

9978

#233

4. A

lfred

Str

eet/

King

Str

eet

Sign

alize

dEB

LTR

-23

m28

26m

3762

m78

20m

2628

m40

54m

7220

m26

28m

4054

m72

20m

2728

m41

55m

75W

BLTR

-41

m58

70m

9849

7639

m58

6389

5077

41m

6163

8958

8743

m63

66#2

9760

89N

BLTR

-32

m#4

5721

3413

2151

#507

2035

1222

54#5

1120

3514

37~5

6#5

4421

3615

39SB

LTR

-9

2110

219

723

418

2210

920

622

438

2210

920

622

439

2311

721

422

435.

Was

hing

ton

Stre

et/K

ing

Stre

e tSi

gnal

ized

EBT

-68

111

8914

315

322

164

114

8814

715

122

564

114

8814

715

122

566

117

9015

015

723

4EB

R10

00

1710

342

230

1810

361

240

1810

361

240

1810

372

24W

BT-

5093

141

205

128

195

5196

134

211

133

202

5196

134

211

133

202

5398

139

218

139

209

WBR

-0

80

2416

430

180

2623

540

180

2623

540

180

2723

56N

BTR

-30

m25

9814

615

017

2~5

0m

2610

014

216

619

0~5

0m

2610

014

217

219

6~8

85m

2710

715

618

120

7SB

TR-

8810

860

4#7

8937

648

288

117

~746

#857

419

534

9011

9~7

48#8

5947

560

893

123

~791

#901

498

639

6. H

enry

Str

eet/

Prin

ce S

tree

tSi

gnal

ized

EBTR

-11

115

6~3

51#4

7878

115

116

164

~375

#504

8011

711

616

4~3

75#5

0480

117

122

171

~397

#527

8312

1SB

L T-

15m

1535

m30

2630

15m

1438

m33

27m

3015

m14

38m

3329

m32

16m

1439

m34

30m

327.

Alfr

ed S

tree

t/Pr

ince

Str

eet

Sign

alize

dEB

LTR

-7

m7

2531

57

5m

632

426

85

m6

3200

%42

68

6m

736

476

9N

BTR

-68

m71

26m

4932

6065

m67

25m

5031

m62

65m

6326

m50

34m

5367

m63

26m

5235

m54

SBL T

-26

4915

022

640

m63

2551

139

233

39m

6427

5514

023

255

m86

2856

147

m23

855

m86

8. H

enry

Str

eet/

Duke

Str

eet

Sign

alize

dEB

T-

178

267

155

#261

160

#285

181

286

155

#289

176

#320

182

287

155

#289

182

#333

189

298

160

#301

189

#345

EBR

125

7911

3~1

77#2

5279

120

7711

515

5#2

6082

124

7811

515

5#2

6085

127

8111

9~1

64#2

7088

131

WBL

-8

m8

40m

4442

m54

9m

844

m48

49m

5510

m8

44m

4894

m87

10m

845

m48

97m

86*S

outh

boun

d le

ft tu

rn o

nly

avai

labl

e on

Sun

day

WBT

-60

m55

81m

9082

m10

660

m51

91m

100

92m

100

56m

4787

m94

92m

8759

m47

90m

9695

m88

SBLT

R*-

36m

#320

~440

m#4

9624

3141

m#1

21~4

32m

#480

2532

42m

#114

~432

m#4

8025

32~5

9m

#319

~459

m#4

8226

m#3

49.

Pat

rick

Stre

et/D

uke

Stre

e tSi

gnal

ized

EBT

-94

184

98m

140

75m

134

102

#341

98m

140

91m

134

114

#364

98m

140

127

m16

7~1

31#3

9310

3m

139

140

m17

3W

BTR

-~2

87m

#449

140

#458

112

#482

~334

m#4

9613

1m

#490

129

#545

~361

m#5

0914

3m

#514

~484

#686

~379

m#5

1915

0m

#528

~502

#710

NBL

TR-

~654

#740

330

#413

209

285

~734

#629

~354

#464

197

278

~711

#508

~342

#450

199

282

~545

#899

~382

#493

208

292

10. A

lfred

Str

eet/

Duke

Str

eet

Sign

alize

dEB

LTR

-50

m65

36m

4252

m49

52m

8336

m46

52m

4147

m49

32m

4131

m38

48m

4734

m43

32m

39W

BLTR

-78

m13

290

m12

890

117

78m

148

97m

137

8711

978

m15

197

m13

788

119

80m

159

101

m14

191

122

NBL

TR-

226

#419

3060

3873

235

#435

2963

3674

~299

#488

3881

116

#240

~311

#502

3984

118

#246

SBLT

R-

310

88#2

9511

363

1097

#310

1038

310

97#3

1314

513

1098

#326

1555

11. C

olum

bus S

tree

t/Du

ke S

tree

tSi

gnal

ized

EBLT

R-

51m

103

73m

8310

611

459

1280

m92

105

112

56m

139

85m

100

119

m14

657

m14

886

m99

114

m16

3W

BLTR

-12

018

915

022

614

521

112

925

152

250

150

240

131

219

152

251

165

264

136

227

159

262

172

275

NBL

TR-

268

#489

5710

077

128

287

5754

103

7313

128

7#5

1554

103

7313

1~3

06#5

3556

108

7613

5SB

LTR

-8

2818

0m

242

1946

63

183

m#4

0618

416

2118

3m

#406

1841

621

194

m#4

3119

4212

. Was

hing

ton

Stre

et/D

uke

Stre

e tSi

gnal

ized

EBLT

R-

~282

#428

187

#325

212

324

~305

#492

216

#388

242

372

~311

#498

219

#392

305

#509

~328

#517

232

#418

319

#533

WBL

TR-

123

183

154

221

210

283

161

250

186

285

261

378

162

253

186

285

273

396

167

259

191

293

281

408

NBT

R-

~851

#925

217

261

~394

#499

~841

#953

207

268

372

#530

~841

#953

207

268

376

#535

~888

#100

021

628

0~4

38#5

74SB

LTR

-38

5037

m#5

411

8#6

3844

57~4

9m

#715

139

#705

4457

~50

m#7

1517

1#7

3047

60~7

41m

#759

~239

#777

13. P

atric

k St

reet

/U-T

urns

from

Hen

ry S

tree

tU

nsig

naliz

edEB

L11

5-

15-

6-

10-

16-

6-

14-

17-

6-

11-

18-

7-

24N

BTR

--

0-

0-

0-

0-

0-

0-

0-

0-

0-

0-

0-

014

. Alfr

ed S

tree

t/W

olfe

Str

eet

Uns

igna

lized

EBLT

R-

-3

-3

-3

-3

-3

-3

-3

-3

-3

-3

-3

-3

WBL

TR-

-5

-23

-5

-5

-23

-5

-5

-23

-5

-5

-23

-5

NBL

TR-

-55

-5

-10

-60

-5

-10

-60

-5

-10

-63

-5

-10

SBLT

R-

-8

-45

-15

-5

-45

-13

-5

-45

-18

-8

-48

-20

15. P

atric

k St

reet

/Gib

bon

Stre

e tSi

gnal

ized

WBL

-29

7#4

70~4

67m

#643

125

239

0#4

90~4

94m

#672

127

267

300

#491

~494

m#6

7213

128

531

2#5

16~5

19m

#691

136

294

WBT

-13

920

115

9m

#246

7010

00

206

166

m#2

9271

103

136

209

166

m#2

9273

107

144

215

179

m#3

0376

110

NBL

T-

720

1323

039

219

831

50

1325

742

622

634

581

413

259

428

261

417

897

1427

647

928

547

1SB

TR-

106

112

~205

m26

2651

70

96~2

44m

3933

953

990

97~2

46m

4140

655

395

103

~280

m53

463

#587

16. A

lfred

Str

eet/

Gibb

on S

tree

tSi

gnal

ized

WBL

TR-

8111

876

125

4981

8412

380

133

5083

8412

380

133

5083

8712

684

#144

5286

NBL

T-

193

295

55#1

5933

6719

030

355

#165

3170

192

305

56#1

6535

7820

131

9~6

2#1

7236

80SB

TR-

521

4610

65

295

2250

#120

531

624

50#1

208

396

2453

#148

1042

17. P

atric

k St

reet

/Fra

nklin

Str

eet

Sign

alize

dEB

LT-

516

2247

822

415

2247

823

415

2247

823

415

2247

823

EBR

-49

6895

122

5168

4771

9512

549

7047

7195

125

4970

5073

9812

850

72N

BT-

358

951

140

260

9222

938

210

2913

526

786

234

389

1047

135

268

9325

344

111

6214

428

198

264

NBR

-~1

585

#183

10

220

20~1

672

#191

50

300

28~1

674

#191

70

300

28~1

772

#201

60

300

28SB

T-

7127

0~1

494

m#1

465

3260

364

264

~160

3m

#148

092

696

6526

5~1

609

m#1

482

127

716

6727

8~1

705

m#1

496

170

741

18. E

xist

ing

Gara

ge D

rivew

ay/P

atric

k St

reet

Uns

igna

lized

EBL

--

3-

2-

84-

3-

2-

74-

0-

0-

86-

0-

0-

91*N

orth

boun

d rig

ht m

ovem

ent i

n fu

ture

cond

ition

s onl

y.N

BLTR

--

1-

1-

0-

1-

1-

10-

0-

0-

10-

0-

0-

1019

. Prio

pose

d S

ite D

rivew

ay/S

. Alfr

ed S

tree

tU

nsig

naliz

edEB

LR-

-6

-4

-33

-6

-4

-34

NBL

T-

-0

-0

-1

-0

-0

-1

Not

es:

(1) Q

ueue

leng

th is

bas

ed o

n th

e 50

th a

nd 9

5th

perc

entil

e qu

eues

in fe

et a

s rep

orte

d by

Syn

chro

, Ver

sion

9

(2

) "~"

- 50

th p

erce

ntile

vol

ume

exce

eds c

apac

ity, q

ueue

may

be

long

er th

an sh

own

(3) "

#" -

95th

per

cent

ile v

olum

e ex

ceed

s cap

acity

, que

ue m

ay b

e lo

nger

than

show

n

(4

) "m

" - V

olum

e fo

r 95t

h pe

rcen

tile

queu

e is

met

ered

by

upst

ream

sign

al

Prop

osed

Site

Driv

eway

Sund

ayPe

ak H

our

Peak

Hou

rPe

ak H

our

Peak

Hou

rPe

ak H

our

Peak

Hou

rAM

PMPe

ak H

our

Peak

Hou

rPe

ak H

our

Peak

Hou

rPe

ak H

our

Peak

Hou

r

2022

Fut

ure

Cond

ition

s with

Dev

elop

men

t20

28 F

utur

e Co

ndisi

tons

with

Dev

elop

men

tSu

nday

Exist

ing

Cond

ition

s20

22 F

utur

e Co

nditi

ons w

ithou

t Dev

elop

men

tAM

PMSu

nday

AMPM

AMPM

Sund

ay

41

5

4

3

2

1

6

7

8

11

12

16

15

14

13

SITE

10

9

DU

KE

STR

EET

SOUTH ALFRED STREET

WO

LFE

STR

EET

GIB

BO

N S

TREE

T


FRA

NK

LIN

STR

EET

SOUTH HENRY STREET


WIL

KES

STR

EET


QU

EEN

STR

EET

PRIN

CES

S ST

REE

T

PRIN

CE

STR

EET

17

KIN

G S

TREE

T


CA

MER

ON

STR

EET

18

19

NO

RTH

IN

NO

VA

TIO

N +

S

OL

UT

IO

NS

Tra

nsp

orta

tio

n C

on

su

lta

nts


Fig

ure

6

-1

To

ta

l F

utu

re

L

an

e U

se

a

nd

T

ra

ffic C

on

tro

ls

Alfred B

aptist C

hurch

City of A

lexandria, V

irginia

19

4

STR

EET

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46

SECTION 7 NON-AUTO FACILITIES EVALUATION Introduction This section evaluates the non-auto facilities within the site vicinity. It includes the safe and efficient pedestrian and bicycle access and circulation and identifies transit service in the area. It is a goal of the City of Alexandria to create an integrated, multimodal transportation system that is accessible and safe for all users, including pedestrians and bicyclists. To help achieve this goal, the City Council adopted a Complete Streets Policy in 2010. The term Complete Streets describes a comprehensive, integrated transportation network with infrastructure and design that allows safe and convenient travel along and across streets for all users. The policy is intended to promote equality for pedestrians, bicyclists, riders and drivers of public transportation, as well as drivers of other motor vehicles, and people of all ages and abilities, including children, older adults, and individuals with disabilities. Per the City’s Guidelines, the bicycle and pedestrian study area is based on the size of the proposed development. As agreed during the scoping process the study area includes bicycle and pedestrian data, analysis and reporting of infrastructure and deficiencies within a ½ mile radius from the site. Existing Conditions The Old Town area has a connected network of sidewalks that provides the safe and efficient movement of pedestrians between residences, places of employment, retail shops, open space, transit facilities and other destinations within the area. A review of existing conditions confirms that within ½ mile from the subject site, sidewalks are present along both sides of all streets with the following exceptions, as shown on Figure 7-1 through 7-5.

West side of S. Payne Street from Wilkes Street to the end of roadway.

A total of 53 signalized intersections are located within the pedestrian and bicycle study area. A review of the existing signalized intersections confirms that crosswalks are provided on all legs of the intersections where pedestrian ramps are located connecting to the sidewalk. Pedestrian countdown signal heads are provided for each marked crosswalk at the signalized intersections with exception of the following intersections or leg of an intersection as noted below and shown on Figure 7-1 through 7-5:

N. Henry Street/Princess Street

N. Alfred Street/Cameron Street

N. St Asaph Street/Cameron Street

Peyton Street/King Street

47

West Street/King Street



S. Columbus Street/Gibbon Street


Public Transit Service

The Old Town area is well served by transit as shown on Figure 7-6. This includes bus, Bus Rapid Transit (BRT) and Metrorail. Boarding and alighting information for certain bus lines, as provided by the City of Alexandria, are summarized in Table 7-1. DASH Service. DASH service is provided by lines AT2, AT3-4, AT5, AT7, AT8, and KST in the vicinity of the site as shown on Figure 7-6. Line AT2 provides service from the Landmark Plaza to the Braddock Road Metrorail stations; additional stops include Mark Center, the King Street Metro station, City Hall and Old Town. In the vicinity of the site the line travels along King Street. Line AT3-4 Loop provides service to and from Old Town Alexandria. Major stops along this route include Parkfairfax, Braddock Metro Station, and City Hall. In the vicinity of the site the line travels along Royal Street. Line AT5 provides service between the Van Dorn Metrorail station and the Braddock Metrorail station; additional stops include Landmark Mall, George Washington Masonic National Memorial, King Street Metrorail station, and City Hall. In the vicinity of the site the line travels along King Street. Line AT7 provides service between the Landmark Mall and Nannie J. Lee Center. Additional stops along this line include the Van Dorn Metrorail station, the Eisenhower Metrorail station, the U.S. Federal Courthouse, and the Kind Street Metrorail station. The line runs along Duke Street in the vicinity of the site. Line AT8 provides service between the Van Dorn Metrorail station and Old Town Alexandria; including stops at the Landmark Mall, Cameron Station, and the King Street Metrorail station. In the vicinity of the site the line runs along Duke Street. The KST (King Street Trolley) provides local service to and from the King Street Metrorail station to Potomac Yard. The King Street trolley serves all of the major attractions along King Street. It should be noted that all of the bus lines listed above serve the area 7 days a week, with the exception of AT7, which only runs on weekdays. Refer to Figure 7-6 for the location of existing bus stops, metrorail, and bus lines. Metrorail Service. The King Street-Old Town Metrorail station is located approximately 0.6 miles (straight line distance) west of the subject site. This station is served by the by the Yellow, Green, and Blue Lines. These metro lines provide regional access to Arlington County, Fairfax County, Washington DC, Montgomery County, and Prince Georges County. The subject property is located just outside the ½ mile walkshed from the station based on the City of Alexandria Metro Station Walkshed Map. Refer to Figure 7-6 for the location of existing bus stops, metrorail, and bus lines. Alfred Street Baptist Church provides a shuttle

48

service to the closest Metrorail station and off-site parking. The shuttle route is provided on Figure 7-9. Metrobus Service. Metrobus service is provided by lines 9A, 10A, and 11Y which run along Washington Street. Line 9A operates seven (7) days a week and provides service between the Huntington Avenue and Pentagon Metro stations. Line 10A operates seven (7) days a week and provides service to the Pentagon Metrorail station and Hunting Point. Line 11Y operates Monday through Friday and provides service from Mount Vernon to Potomac Park in Washington, D.C. In the vicinity of the site all of the Metrobus lines run along Washington Street. Refer to Figure 7-6 for the location of existing bus stops, metrorail, and bus lines. Pedestrian and Bicycle Traffic Volumes Pedestrian and bicycle counts were conducted on Tuesday, May 19, 2015 from 6:30 to 9:30 AM and 4:30 to 7:30 PM at each study intersection. Pedestrian and bicycle counts were also conducted for Sunday conditions on Sunday, May 31, 2015 from 7:00 AM to 3:00 PM. Existing peak hour pedestrian and bicycle counts are shown in Figures 7-7 and 7-8, respectively and are summarized in Appendix B. Bicycle Network There are few dedicated bicycle lanes within the Old Town North area. Many riders simply utilize the travel lanes since vehicle speeds are relatively low in this area. The lack of bike lanes is primarily due to the existing street geometry with narrow lane widths and the inability to remove curb parking for dedicated bike lanes. As shown on Figure 7-10, within vicinity of the site S. Henry Street (to the west) is classified as a shared roadway. Wilkes Street (to the south) is classified as a shared roadway with some trails where the roadway does not continue. S. Columbus Street (to the east) is classified as a shared roadway, as well. Prince Street (to the north) has dedicated bike lanes. King Street (to the north) has dedicated bike lanes and some shared roadway segments. Access to the Mount Vernon trail running along the Potomac River can be gained through Wilkes Street. The Mount Vernon Trail connects to Arlington County to the north and Fairfax County to the south. The closest Capital Bikeshare station is at the intersection of King Street & Patrick Street, two blocks north of the Alfred Street Baptist Church. Additional Capital Bikeshare stations can be found along King Street and also at the King Street Metrorail station. Refer to Figure 7-5 for locations of Capital Bikeshare stations, in the vicinity of the site. As mentioned previously, a total of 20 bicycle parking spaces will be provided at grade and within the below grade parking garage serving the proposed development.

49

Pedestrian Access Access for pedestrians are facilitated by marked crosswalks and ramps at the intersections of Duke Street/Patrick Street, Duke Street/S. Alfred Street, and Wolfe Street/S. Alfred Street. Ramps exist on all quadrants of the intersections with marked crosswalks. All three of the immediate intersections surrounding the site, mentioned previously, have pedestrian signals with the exceptions of the Duke Street/S. Alfred Street intersection. The nearest transit stops are located on the north side of the property along Duke Street where DASH service can be found via line AT7 and AT8. The King Street Metro station is approximately 0.6 miles west of the site and is accessible via a connected grid of sidewalks or via one of the nearby transit lines. Also as noted previously the church operates shuttles on Sundays providing access to additional parking areas and the King Street Metro station.

50

Table 7-1Alfred Street Baptist ChurchBoarding and Alighting InformationOn Street X Street Direction

Average Daily On

Average Daily Off

Duke S Alfred EB 0 13Duke S Alfred WB 29 2Duke S Payne EB 3 10Duke S Washington EB 1 18Duke S Washington WB 3 0Duke Henry WB 8 0

S Washington Prince SB 11 8S Washington Duke SB 7 21S Washington Duke NB 28 12S Washington King NB 243 189S Washington King SB 155 80S Washington Wilkes SB 17 45S Washington Wilkes NB 67 22

King S. Washington EB 15 76King S. Washington WB 46 14King Columbus EB 18 109King Columbus WB 154 22King Alfred EB 1 26King Alfred WB 28 4

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Figure 7-10

Alexandria Bike Master Plan


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SECTION 8 PARKING DEMAND ANALYSIS Overview This section provides an evaluation of the observed parking occupancy characteristics of the existing church parking facilities and surrounding area. Also included are details regarding the existing shuttle service that will remain in operation subsequent to the redevelopment, an on-street parking occupancy survey along the adjacent roadways, and a parking management plan to serve the site. Code Requirement and Proposed Parking Ratio The City of Alexandria Code requires one (1) space per every five (5) seats for churches. As shown on Table 7-1, the existing church (920 seats, including the chapel) would require 184 spaces, and provides a total of 289 spaces on-site. This excludes the overflow spaces used on Sundays through agreements with other property owners provided in off-site facilities. Based on the proposed development program of 2,163 seats, a total of 433 parking spaces are required. The proposed parking supply of 465 spaces would meet the required amount of on-site parking spaces. In addition to the requirement being met, the church will maintain the existing off-site overflow parking and shuttle service. Parking Occupancy In accordance with the City’s guidelines, on-street parking occupancy data surrounding the site was collected for the area covering a two (2) block radius from the site. Figure 8-1 highlights the surveyed area. As agreed during the scoping process, the occupancy survey was conducted on Wednesday, May 20, 2015 from 6:30 to 9:30 AM and 4:30 to 7:30 PM and on Sunday, May 31 and Sunday June 7, 2015 from 7:00 AM to 3:00 PM. Weekdays. The results of the weekday on-street parking survey are shown on Figures 8-2 and 8-3 and indicate that on-street parking is generally available during the AM and PM peak hours on weekdays. During the weekday AM peak hour, a maximum of 396 parked vehicles (or 51 percent occupied spaces) were observed at 9:30 AM. A maximum of 558 vehicles (or 72 percent occupied spaces) were observed at 7:00 PM. Sundays. The results of the Sunday counts (average of both count days) of on-street parking are shown on Figure 8-4 and indicate that a maximum of 766 parked vehicles (or 99 percent occupied spaces) were observed at 12:30 PM.

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The parking occupancy counts collected at the existing Coal Lot, 117 N. Alfred Street Garage, surface parking next to the Gateway Garage, and the Alexandria Gateway Garage are summarized on Figure 8-5, and indicate that a maximum of 357 parked vehicles (or 83 percent occupied spaces) were observed at 11:45 PM during the Sunday midday peak hour. This indicates that a surplus of approximately 72 spaces is available during this period. It is noted that the Alexandria Gateway Garage and its surface parking were beyond capacity during this period, but spaces were available in the other lots. Detailed summaries of each of the parking areas surveyed are contained in Appendix F. Parking Management Plan The church currently utilizes an extensive parking management plan in order to accommodate parking demands on typical Sundays. These measures include traffic control personnel at key intersections, agreements for additional off-street parking, and shuttle service provided to the off-site parking facilities and metro. Church administration frequently updates parishioners of available parking and shuttle services in order to most effectively circulate traffic during peak service times. A non-auto reduction of 10 percent was used for the future trip generation calculations, and is assumed to increase as the church continues to grow. As shown on Table 8-1, these of the off-site parking facilities would provide for 190 additional spaces, or a total of 655 parking spaces. The proposed parking supply is 222 more spaces than required by the zoning code. Further, the church has formal agreements for the use of these spaces. Thus, the additional parking provided on-site and use of the off-site parking facilities would adequately accommodate the parking demands of the church.

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Table 8-1Alfred Street Baptist ChurchExisting and Proposed Parking Supply vs. RequirementsExistingSeats (1) 920 seatsParking Requirement at 1 space / 5 seats (2) 184 spacesOn-Site Parking Provided (3) 289 spacesDifference +105 spacesProposedSeats (1) 2,163 seatsParking Requirement at 1 space / 5 seats (2) 433 spacesOn-Site Parking Provided 465 spacesDifference +32 spacesPercent OverAdditional Off-Street Parking SupplyCoal Lot 40 spaces117 N. Alfred Street 150 spaces

Total Additional Off-Site Parking 190 spacesTotal Off-Street Proposed Supply (On and Off Site) 655 spaces

Surplus Parking Supply 222 spaces(1) Seating number includes chapel seating seperated from the main sanctuary.(2) Zoning Ordinance Section 8-200(3) Includes additional parking made addition for Tuesday night activites and Sunday services.

7.39%

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117 N. AFLRED ST.(150 SPACES) *

Coal Lot(40 SPACES)

AlexandriaGateway Garage

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On-Street Parking Restrictions


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Figure 8-1

On-Street Parking Restrictions - Legends


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2 HOUR PAY PARKINGMON - SAT, 8 AM - 9 PM

2 HOUR PARKING, RESTRICTIONS APPLY, DAILY 8 AM - 2 AM,SUN 11 AM - MON 2 AM, HOLDERS OF DIST. 1 RES PERMITS EXEMPTS, $40 FINE

2 HOUR PARKINGMON - SAT, 8 AM - 5 PM

2 HOUR PARKING, 8 AM - 11 PM, MON -SATEXCEPT HOLDERS OF DIST 4 PERMITS

NO PARKING, EXCEPT SUNDAY7:30 AM - 9 PM

3 HOUR PARKINGMON - FRI, 8 AM - 5 PM

3 HOUR PAY PARKINGMON - SAT, 8 AM - 9 PM

2 HOUR PARKING MON - FRI, 8 AM - 11 PMEXCEPT HOLDERS OF DIST. 4 PERMITS

2 HOUR PARKINGMON - FRI, 9 AM - 5 PM

3 HOUR PARKING8 AM - 5 PM, MON - FRI

2 HOUR PARKING, 8 AM - 11 PM, MON - SAT,11 AM - 11 PM SUN, EXCEPT DIST. 4 PERMIT

2 HOUR PARKING, 8 AM - 11 PM, MON - SATEXCEPT HOLDERS OF DIST. 4 PERMITS

2 HOUR PARKING9 AM - 5 PM, MON - FRI

2 HOUR PAID PARKING, MON - FRI, 8 AM - 4 PM,6 PM - 9 PM,SAT 8 AM - 9 PM

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SECTION 9 CONCLUSIONS AND RECOMMENDATIONS The conclusions of this traffic impact study are as follows: 1. The 15 signalized study intersections currently operate at overall acceptable levels of

service (LOS “D” or better) during the weekday AM, weekday PM and Sunday midday peak periods with the exception of Henry Street/King Street (weekday PM peak), Patrick Street/King Street (weekday AM peak), and Washington Street/Duke Street (weekday AM peak) which operate at LOS “E”. Some minor street approaches at these intersections operate at LOS “E” or “F” during the AM, PM, and/or Sunday peak periods, this is in part due to long cycle lengths and the majority of time being allocated to mainline U.S. Route 1 (Henry Street and Patrick Street). All of the approaches at the stop controlled intersections currently operate at acceptable levels of service with minimal delay.

2. The results for 2022 conditions without development are generally consistent with those identified under existing conditions. The signalized intersections on Washington Street and U.S. Route 1 would continue to experience peak hour, peak direction congestion. The approaches at the stop controlled intersections would continue to operate at acceptable levels of service during peak periods with minimal delay.

3. The Alfred Street Baptist Church project (181,150 GSF Church with 2,163 seats) is

expected to generate an additional 45 weekday AM peak hour trips, 19 weekday PM peak hour trips, 401 Sunday peak hour trips, 1,579 weekday daily (24-hour) trips, and 3,619 Sunday (24-hour) trips upon completion and full occupancy by 2022. These estimates account for a 10 percent non-auto mode split reduction. The non-auto mode split is related to the bus route that runs directly past the church’s main entrance and the existing shuttle service to the King Street Metrorail Station.

4. The results of the 2022 conditions with development indicate that the redevelopment of the site would have only a minor impact on overall delays at the study intersections. At all signalized study intersections, the overall delay would have a net increase of approximately five (5) seconds or less with addition of site generated traffic when compared to future conditions without development during peak periods with the exception of S. Patrick Street and Duke Street with a net increase of less than eleven (11) seconds. Approaches at the stop controlled intersections would realize little or no increase (less than five (5) seconds) in delay with the proposed development when compared to future conditions without development. Given the magnitude of regional traffic along U.S. Route 1 and Washington Street, and the minimal site impact, no vehicular geometric improvements are recommended at the study intersections.

5. The Applicant exceeds the parking requirement of 433 spaces with 465 proposed on-site parking spaces. Additional off-site parking and shuttle service is also offered during service periods.

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6. The church is exempt from providing a formal Transportation Management Plan (TMP).

However, the church provides an extensive traffic and parking program for typical Sundays. The plan includes traffic control personnel at key intersections, agreements for additional off-street parking, and shuttle service provided to the off-site parking facilities and metro. Church administration frequently updates parishioners of available parking and shuttle services in order to most effectively circulate traffic during peak service times. The continued use of this program would help increase the non-auto mode share and reduce traffic and parking impacts.

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